Car builders' dictionary; definitions and illustrations of American railway cars, their parts and equipment;

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Car builders' dictionary

3 1924 032 183 208

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GAR BUILDERS' DICTIONARY

DEFINITIONS AND ILLUSTRATIONS

OF AMERICAN RAILWAY CARS,

THEIR PARTS AND

EQUIPMENT

COMPILED AND EDITED FOR
THE MASTER CAR BUILDERS' ASSOCIATION

BY

Roy V. Wright

Managing Editor of the Railzcay Age Gazette and
Editor of the American Engineer

assisted by
Andrew C. Loudon

under the supervision of the following committee:

R. B. Kendig^ Chief Mechanical Engineer, New York Central & Hudson River Railroad

C. B. Young, Mechanical Engineer, Chicago, Burlington & Quincy Railroad

R. L. Ettingee, Consulting Mechanical Engineer, Southern Railway

1912 (Seventh) EDITION

PUBLISHED BY:

SIMMONS-BOARDMAN PUBLISHING COMPANY

NEW YORK: Woolworth Building CHICAGO: Transportation Building

SOLE SELLING AGENTS:
McGRAW-HILL BOOK COMPANY
NEW YORK: LONDON: BERLIN:

239 West 39th Street 6 Bouverie Street, E. C. ' 31 Unter der Linden

Copyright

SIMMONS-BOARDMAN PUBLISHING COMPANY;

1913

PREFACE

A number of important improvements have been made in this,
the seventh edition of The Car Builders' Dictionary. The definition
section has been thoroughly revised to cover the new details and de-
signs that have come into use during recent years and to eliminate
references to those parts which were used on the older types of
equipment, but have become obsolete. In the Illustrated Section only
a very few of the photographs and drawings which were used in the
previous edition have been retained. Progress in passenger car con-
struction, including the development of all-steel designs, has been ex-
ceedingly rapid and is fully covered up to date. Necessarily the
awakening of the railroads to the importance of building freight cars
so as to more fully protect the lading from damage has emphasized
the importance of better construction and improved details. This
development has been thoroughly covered. The captions accompany-
ing the general views have been made more comprehensive and com-
plete. An attempt has been made to balance the Illustrated Section
to better advantage by eliminating a considerable number of more or
less unimportant details and utilizing the space for more important mat-
ters. This has required 11 more pages than in the 1909 edition.
Among the important additions are the complete details and specifi-
cations for postal cars as required by the United States government;
also a considerable addition to the section on electric motor cars and
an entirely new section on wrecking equipment and tools. The draw-
ings for the M. C. B. Standards and Recommended Practice have
been entirely redrawn, thus not only greatly improving their appear-
ance but making them much more legible. This feature will undoubt-
edly be appreciated by those who have reason to refer to these stand-
ards and recommended practices..
New York, December, 1912.

A DICTIONARY OF AMERICAN

RAILWAY CAR PRACTICE

"A" Car Roof. A car roof with straight carlines, meet-
ing at a point like rafters in the center of the upper
deck.

"A" Frame. A strut in the form of the sides of the
letter A, to which the boom guys of a steam shovel
are fastened.

"A" Frame Step. The supports of the bottom ends of
the "A" Frame of a steam shovel.

Accelerator. Fig. 1968. A special fitting used in con-
nection with the hot water circulation heating sys-
tem to quicken the circulation of hot water.

Accordion Hood. 124, Figs. S52-S55. A term sometimes
appHed to the top transverse portion of a vestibule
diaphragm.

Acetone. A colorless liquid, obtained from the destruc-
tive distillation of wood, which resembles alcohol
and which has the property of absorbing acetylene
gas under pressure in a high degree. It is used in
the storage tanks of the system of acetylene gas
lighting shown in Figs. 2227-2239.

Acetylene Gas. A colorless gas, CHj, produced when
water is brought in contact with calcium carbide.
It has a distinctive odor and burns with a bright,
luminous flame. It is used in car lighting with suc-
cess. It may be generated in the car, as in the
system shown in Figs. 2240-2263; under the car, as
in the system shown in Figs. 2264-2269; or carried
in tanks filled with acetone and asbestos under
pressure, as in the sj^stem shown in Figs. 2227-2239.

Acetylene Gas Lamps and Fixtures. Figs. 2216-2269.

Acetylene Gas Lighting Systems. Figs. 2227-2239. This
system uses acetylene gas stored in tanks filled
with asbestos and charged with 4/10 of a volume of
acetone, a colorless liquid obtained from the dry
distillation of wood which absorbs large quantities
of acetylene under pressure. When the pressure
is relieved the acetylene is given off and the acetone
remains in the tank and may be used over again on
recharging; 2,000 cubic feet of acetylene may be
stored under a pressure of ISO lbs. in a tank 114 in.
by 20 in. and may not be exploded by any known
means when in the tanks filled with asbestos bricks.
Such a supply is sufficient for more than one
month's lighting of an ordinary car. The gas is
generated in stations at terminals, and the tanks,
when empty, are replaced by full tanks supplied
from the charging stations or charged from yard
lines. The lamps and piping for the car are similar
to those used with the Pintsch gas system.

Figs. 2240-2263. In this system the gas is gen-
erated in the apparatus shown in Figs. 2244-46,
which is enclosed in one end of a car. The carbide
is contained in cartridges, pockets or baskets. The
water flowing down and coming into contact with
the carbide generates acetylene gas, which is stored

in the receiving tank under the car as shown in
Fig. 2253. The piping and arrangements through
the car are similar to those of the Pintsch system.
The form of the lamp is shown in Fig. 2251.

Figs. 2264-69. This system employs a gas generator
mounted under the car. The carbide is put in a
cartridge which is put in or removed from the
generator as shown in Figs. 2268-69.

Adjustable Foot Rest. A sliding foot rest, supported
by various mechanical devices — as by a ratchet arc
or on rabbet pieces. A foot rest or rail under a
seat, which can be adjusted to suit the passenger
using it. See Foot Rest.

Admission Valve. (Car Heating). Figs. 2006, 2009-10.
Used in connection with steam heat system.

Advertising Rack Rail (Street Cars). A strip of wood
to which the frames for advertising cards are
screwed or otherwise fastened.

Agasote. A substitute for wood; used extensively in
place of wood for headlinings, side panels, floors
and outside roofs. Its composition is secret, but it
does not contain rosin or any acid compound in-
jurious to paint or steel. Panels made from this
material can be scraped, planed, molded or sawed
on any wood working machine and will not split
under various changes of temperature and humid-
ity. Used extensively for interior finish of steel
cars, owing to its insulating and sound-deadening
properties. The material used in steel cars is fire
resisting.

Air Brake. Any brake operated by air pressure, but
usually restricted to systems of continuous brakes
operated by compressed air, in distinction from
Vacuum Brakes, which see, which are operated by
creating a vacuum. The air is compressed by some
form of pump on the locomotive, or a motor com-
pressor on electric cars, and is conveyed by pipes
and flexible hose between the cars to cylinders and
pistons under each car, by which the pressure is
transmitted to the brake levers, and thence to the
brake shoes. This system is what is now termed
the straight-air brake. It is now obsolete in steam
road practice, having been replaced by the Auto-
matic Air Brake. See also Electro-Pneumatic
Brake, Traction Air Brake, Vacuum Brake, Empty
and Load Brake Equipment, Higpi Speed Brake,
Quick Action Automatic Air Brake.

Air Brake (General arrangement and details). Figs.
1262-1376; M. C. B. Standards, Fig. 2702.
The general arrangement and details of brake gear for

air-brake cars, as shown, are standard. The following

standards have also been adopted in this connection:

1. Maximum train-pipe pressure, 70 pounds per square
inch.

2. IMaximura brake power on freight cars, 70 per cent,
of the light weight of car.

3. All levers 1 inch in thickness; all pins to be 13-32

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CAR BUILDERS' DICTIONARY

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inches in diameter; all jaws or clevises made of j4-inch
by 2^2-inch iron; all rods J4 inch diameter.

4. Angle of brake beam lever, 40 degrees with vertical.

The revision made in 1896 consisted in the omission of
such detail dimensions as could not be used in all cases,
such as the length and proportions of main levers, and
the omission of some of the smaller parts from the draw-
ing, such as the pipe clamps, staples, etc. The dimen-
sions of the cross-section of the malleable iron truck lever
connection were increased, and the letters W. I., M. I.,
C. I., etc., indicating the material of which the parts
were to be made, were omitted from the drawing.

In 1898 the following changes were made :

Diameter of truck lever connection for outside hung
brakes changed from ^ inch to % inch, and a note to
this effect was added under title on the drawing.

Diameter of hole for cotter in air-brake pin was first
indicated as 7-16 inch.

Addition was made to note under drawing of truck
lever connection for inside hung brakes, as follows : "If
made of round iron or steel, must not be less than Ij^
inches diameter."

Dummy coupling was omitted from drawing and air
hose was shown as hanging down.

The words "33 inches or" were omitted from height
shown for air-brake pipe above rail.

Diameter of release-valve rod was changed from j^
inch to f^ inch.

In 1900 a standard brake pipe nipple, 10 inches long,
was ordered shown located directly back of the angle
cock.

In 1904 the location of the main air pipe and angle cock
was changed from Recommended Practice to Standard.

In 1911 the following specifications were adopted :

Brake chain shall be of not less than %-inch, prefera-
bly 7-16-inch, wrought iron or steel, with a link on the
brake-rod end of not less than 7-16-inch, preferably ^-
inch, wrought iron or steel, and shall be secured to brake-
shaft drum by not less than J^-inch hexagon or square
head bolt. Nut on said bolt shall be secured by riveting
end of bolt over nut.

In 1908 the diameter of the holes in the different lev-
ers, guides, brackets and connections were omitted, and
a note added to drawing reading as follows : "All holes
for brake pins not less than 1 3-32 inches diameter nor
more than IVs inches diameter."

In 1909, in order to suit the different types of air-
brake equipment and particularly to provide for the 10-
inch brake cylinder, a note was added to the drawing,
as follows :

For brake cylinders larger than 8 inches or for brake-
cylinder pressures above 50 pounds per square inch, the
size of brake rods and levers should be increased, if
necessary, so that the fiber stress shall not exceed 15,000
pounds per square inch for rods and 23,000 pounds per
square inch for levers.

In 1909 the use of malleable-iron construction was dis-
continued, and provision made that the truck connections
be made of round iron or steel not less than If^ inches
diameter.

In 1911 the use of cast steel for truck-lever connec-
tions was permitted.

In 1911 a standard bottom rod for use with all steel
or steel-tired wheels with inside hung brakes was adopted
as shown on the drawing.

In 1912 the drawing was revised to show an additional
lever, in order that the hand brake and air brake will
work in harmony on double hand-brake cars.
Air Brake Appliances (M. C. B. Recommended Prac-
tice). Figs 2764, 2768.

In 1899 a Recommended Practice for the location of
air-brake parts on different classes of cars was adopted,
as follows :

1. Location of air-brake cylinders and triple valves
on box cars and other clear bottom cars.

2. Location of air-brake cylinders and triple valves on
hopper gondola cars and drop bottom gondola cars.

3. Arrangement of piping for clear bottom cars, or
cars of the box car type.

4. Location of main air pipe at ends of cars.

5. As to the manner of fastening air-cylinder reser-
voirs, retaining valves, etc., to the framework of cars,
the bolts fastening the cylinders and reservoirs should
be either double-nutted or cottered, so as to prevent the
same from working loose. The air pipes should be fas-
tened to the framework of the car with a liberal num-
ber of clamps.

One elbow should be applied to the retaining valve
pipe, it being located at the end sill of the car, where
pipe turns upward.

One union should be applied as close to the triple valve
as practicable to permit the easy removal of same, the
pipe to be carried along under side of the intermediate
sill when practicable, from the triple valve to end of car,
and be supported by either staples or clamps, not to ex-
ceed six feet apart.

6. In 1902 the label for air-brake hose to show dates of
application and removal, manufacturer's name and name
of railroad company was advanced to standard.

In 1904 the location of main air pipe and angle cock
was changed to standard.
Air Brake, Cleaning and Testing (M. C. B. Standard).

In 1902 the following method for cleaning air brakes
was adopted as Recommended Practice. Revised and
advanced to Standard in 1911.

ANNUAL REPAIRS TO FREIGHT-CAR AIR BRAKES.
TRIPLE VALVE.

Inspection, Cleaning and Lubrication.

The triple valve should be removed from the car for
cleaning in the shop, and should be replaced by a triple
in good condition. It should be dismantled and all the
internal parts, except those with rubber seats and gas-
kets, cleaned with gasoline, then blown oft' with com-
pressed air and wiped dry with a cloth.

The slide valve and graduating valve must be re-
moved from the triple piston and retarded-release parts
from the body in order that the service ports in the slide
valve and other parts may be properly cleaned.

No hard metals should be used to remove gum or dirt
or to loosen the piston-packing ring in its groove.

The feed groove should be cleaned with a piece of
wood, pointed similar to a lead pencil. Rags or cloth
should be used for cleaning purposes rather than waste,
as waste invariably leaves lint on the parts on which it
is used.

In removing the emergency-valve seat, care must be
exercised not to bruise or distort it.

Particular attention should be given the triple-piston
packing ring. It should have a neat fit in its groove in
the piston, and also in the triple-piston bushing; once
removed from the piston, or distorted in any manner, it
should be scraped. The fit of the packing ring in its
groove and bushing and the condition of the bushing
should be such as to pass the prescribed tests.

The graduating stem should work freely in the guide
nut. The graduating spring and the retarded-release
spring in retarded-release triple valves must conform to
standard dimensions and be free from corrosion. The
thread portion of the graduating-stem guide should be

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CAR BUILDERS' DICTIONARY

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coated with oil and graphite before reapplying it to the
triple cap.

The triple-valve piston and the emergency valve must
be tested on centers provided for the purpose to insure
same being straight. The emergency-valve rubber seat
should invariably be renewed unless it can plainly be
seen to be in first-class condition, which is seldom the
case. A check-valve case having cast-iron seat should
be replaced with a case having a brass seat.

The cylinder-cap gasket and check-valve case gasket
to be carefully examined and cleaned with a cloth, but
should not be scraped. All hard or cracked gaskets to
be replaced with new ones.

Standard gaskets as furnished by the air-brake manu-
facturers should be used. The use of home-made gaskets
should be avoided, as the irregular thickness results in
leakage and causes triple-piston stem to bend or break.

The tension of the slide-valve spring should be regu-

The triple-valve piston-packing ring and its cyUnder
should be lubricated with either a light anti-friction oil
or a suitable graphite grease, as follows :

Apply a light coating to the packing ring and insert
the piston and its valves in the body, leaving them in
release position, then lubricate the piston cylinder and
move the piston back and forth several times, after which
remove the surplus from the outer edge of the cylin-
der to avoid leaving sufficient lubricant to run on the slide
valve or seat while the valve is being handled or stored
ready for use.

No lubrication to be applied to the emergency pis-
ton, emergency valve or check valve.

All triple valves, after being cleaned or repaired, must
be tested, preferably on a rack conforming to the accom-
panying drawing, and pass the test prescribed under the
subject of "Triple Valve Tests" before being placed in
service.

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lated so that the contour of same is such as will bring
the outer end % inch higher than the bore of the bush-
ing when the outside end of the spring touches bushing
when entering.

Before assembling the parts after cleaning, the cast-
ings and ports in the body of the triple valve should be
thoroughly blown out with compressed air, and all parts
of the triple, not elsewhere provided, known to be in
good condition.

Lubricate the seat and face of the slide valve and
slide-valve graduating valve with high-grade very fine
dry graphite, rubbing it onto the surface and the upper
portion of the bushing where the slide-valve spring bears,
so as to make as much as possible adhere to and fill
up the pores of the brass, leaving a very thin coating of
free graphite. The parts to be lubricated with graphite
must be free from oil or grease.

Rub in the graphite with a flat-pointed stick, over the
end of which a piece of chamois skin has been glued.
At completion of the rubbing operation, a few light blows
on the side valve will leave the desired light coating of
loose graphite.

Should any of the triple-valve bushings require re-
newing, such work should be done by the air-brake
manufacturers.

Triples in which packing rings are to be renewed, slide
valve or graduating valves renewed or faced, if the lat-
ter are of slide type, should be sent to a central point
or general repair station for repairs.

When applying the triple valve to the auxiliary reser-
voir, the gasket should be placed on the triple valve, not
the reservoir.

br.m<:e cylinders.
Cleaning, Lubricating and Inspecting.

First, secure the piston rod firmly to the cylinder head,
then, after removing the non-pressure head, piston rod,
piston head and release spring, scrape off all deposits of
gum and dirt with a putty knife or its equivalent, and
thoroughly clean the removed parts and the interior of
the cylinder with waste saturated with kerosene.

Packing leathers must not be soaked in kerosene oil,
as it destroys the oil filler placed in the leather by the
manufacturers, opening the pores of the leather and caus-
ing them to become hard.

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CAR BUILDERS' DICTIONARY

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Particular attention to be paid to cleaning the leak-
age groove and the auxiliary tube. Triple valve must be
removed when the auxiliary tube is being cleaned.

The expanding ring when applied in the packing leath-
er should be a true circle and fit the entire circumfer-
ence, and have an opening of from 3-16 to ^ inch ; when
removed from the cylinder the ring opening should be
1/4 to 1 9-16 inches, and with this opening, of course,
will not be a true circle.

A packing leather which is worn more on one side
than the other should be replaced with a new one of
uniform thickness, or turned so as to bring the thin side
away from the bottom of the cylinder. The piston should
be turned each time the cylinder is cleaned. In putting
a packing leather on piston, it should be so placed as to
bring the flesh side of the leather next to the cylinder
walls.

Follower studs to be firmly screwed into the piston
heads, and nuts on same to be drawn up tight before
replacing the piston.

The inside of the cylinder and packing leather to be
lightly coated with a suitable lubricant, using not more
than 4 ounces nor less than 3 ounces per cylinder.

Part of the lubricant should be placed on the expander
ring and the adjacent side of the packing leather, thus
permitting the air pressure to force the lubricant into
the leather at each application of the brake.

No sharp tools should be used in placing the packing
leather in the cylinder.

After the piston is entered, and before the cylinder
head is replaced, the piston rod should be slightly rotated
in all directions, about 3 inches from the center line of
the cylinder, in order to be certain that the expanding
ring is not out of place.

In forcing the piston to its proper position in the cylin-
der, the packing leather will skim from the inner walls
of the cylinder any surplus lubricant that may have been
applied. It has been found good practice to again ex-
tract the piston and remove the surplus lubricant.

All stencil marks to be scraped off or painted over
with black paint. The place of cleaning, day, month and
year to be stenciled with white paint, preferably on both
sides of the cylinder or auxiliary reservoir, or if same
is not readily visible, in a convenient location near the
handle of the release rod.

The bolts and nuts holding the cylinder and reservoir
to their respective plates and the latter to the car, to be
securely tightened.

The brake cylinder to be tested for leakage after
cleaning, preferably with an air gauge, which can be done
by attaching the gauge to the exhaust port of the triple
valve before connecting the retainer pipe, or where the
latest type retainers are used the gauge can be connected
to the exhaust port of the retaining valve. In either
case, the gauge will indicate cylinder leakage on releas-
ing the triple valve after making an application, and
when attached to the retainer valve it will also test the
retainer and retaining-valve pipe.

Brake-cylinder leakage should not exceed five pounds
per minute, from an initial pressure of fifty pounds.

Each time the triple valve and the brake cylinder are
cleaned, the brake pipe, brake-pipe strainer and branch
pipe should be thoroughly blown out and the triple-valve
strainer cleaned before recoupling the branch pipe to
the triple valve. If a dirt collector is used, the plug should
be removed, the accumulation blown out and the threaded
portion of the plug coated with oil and graphite before
replacing.

All imion gaskets should be made of oil-tanned leather.
The use of rubber in unions should not be permitted.

Piston travel should be adjusted to not less than S>4
nor more than 7 inches.

ADDITIONAL INSPECTION AND REPAIRS TO C.^RS.

When the brake cylinder and triple valve are cleaned,
the following additional work should be done to the car:

Retaining valve cleaned by removing the cap, wiping
or blowing out all dirt and seeing that the valve and its
seat are in good condition, the retaining position ex-
haust port open and that the valve proper is well secured to
the car in a vertical position, pipe clamps applied where
missing and tightened where loose, hose and angle
cocks turned to their proper position. Pipe joints, air
hose, release valves, angle and stop cocks should be tested
by painting the parts with soapsuds while under an air
pressure of not less than 70 pounds, preferably 80 pounds,
and defective parts repaired or removed.

See that there are no broken or missing brake shoes,
brake beams or foundation brake gear, and if the car
belongs to a foreign road, a repair card should be made
out covering all work that has been done and attached
to the car, as per M. C. B. Rules.

The inspection and repairs which have been men-
tioned should be made to all cars at least once in twelve
months.

TRIPLE-VALVE TESTS AND INSTRUCTIONS FOR OPERATING
TRIPLE-VALVE TEST RACK.

Mounting Triple Valves for Testing.

With the triple-valve gasket applied to the face of the
triple-valve flange, place the latter against the face of
the stand in a vertical position and open cock "X," as
shown on the piping diagram. Connect the brake pipe
to the triple, then open cock "Z."

Before attaching triple valves suitable for use with
8-inch brake cylinders, insert in the auxiliary reservoir
end of the valve the friction-increaser extension piece,
suitable for the valve under test.

Two triple-valve stand face plates are required for
each test rack to permit the testing of all types of freight
triple valves.

If it is found necessary to repeat any test which has
necessitated a reduction of auxiliary reservoir pressure,
valve "B" may be moved to position No. 2, which pro-
vides a by-pass around the triple valve from the brake
pipe to the auxiliary reservoir, thereby permitting a
quick recharge.

Test No. I. — Charging Test for Triple Valves.

Commencing the tests with cocks 2, 3, 7 and 9 open,
all other numbered cocks closed, valve "B" in position
No. 3 (lap), valve "A" in position No. 1, auxiliary reser-
voir empty and main reservoir pressure 80 pounds pres-
sure, proceed as follows :

Close cock No. 7 and open No. 1, and with 80 pounds
pressure in the brake pipe note the time required to
charge the auxihary reservoir to specified pressure, as
given in the following table :

(Note.— If, during this test or Test No. 2 (Leakage
Test), any considerable leakage is discovered, the charg-
ing test must be repeated.)

With brake-pipe pressure maintained at 80 pounds, the
triple valves should charge the auxiliary reservoir as
follows :

Charging An.riliary Reservoir.

From 0 to 30 Lbs. From 0 to 70 Lbs.
Seconds. Seconds.

Westinghouse Triple Valve.

S-inch non-quick service....

10-inch non-quick service....

8-inch quick service

10-inch quick service

Min.

Max.

Min.

Max. ^

21

28

58

78

13

17

34

44

32

42

100

120

19

24

60

72

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CAR BUILDERS' DICTIONARY

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New York Triple Valye.

18-inch non-quick service.

80-inch non-quick service.

1-inch quick service

0-inch quick service

From 0 to 30 Lbs.
Seconds.

Mi

From 0 to 70 Lbs.
Seconds.

Min.
61
46

100
65

Max.

82

61
120

These tests give practically the same results, and the
time of charging from 0 to 30 pounds is given simply to
save time in making the test.

Test No. 2. — Leakage Test.

Commencing each of the sections of Test No. 2 with
cocks 1, 2, 3 and 9 open, all other numbered cocks closed,
valve "B" in position No. 3 (lap), valve "A" in position
No. 1 and auxiliary reservoir charged to 80 pounds, pro-
ceed as follows :

Sec. "A," Test No. 2. — Westinghouse Triple Valves and

New York Quick-service Triple Valves. Leakage

at Exhaust in Emergency. Check Valve

and Cylinder-cap Gasket Leakage.

Operate the triple valve two or three times in quick
action by closing and opening cock No. 1 ; finally leav-
ing it closed.

Coat the exhaust port of triple valve with soapsuds
to ascertain if leakage exists past the slide valve or
bushing to the exhaust with the piston and slide valve
in emergency position.

Close cocks 2 and 3 and note the rate of fall of pres-
sure indicated by the brake-cylinder gauge hand, which
is now connected only with the small volume between
cocks 2 and 3 and the triple valve. A leakage greater
than 5 pounds in 10 seconds indicates either excessive
check-valve leakage or that the piston does not seal
against the cylinder-cap gasket.

At the completion of this test, open cocks 2 and 3 in
the order given.

Sec. "B," Test No. 2. — Leakage at Exhaust in Release
Slide Valve of Emergency-valve Leaking.

Open cock 1, and after the brake-cylinder pressure is
exhausted close cock 3 and again coat the exhaust port
with soapsuds to determine if there is any leakage from
the auxiliary reservoir to the brake cylinder past the
slide valve when the triple valve is in release position, or
from the brake pipe to the brake cylinder past the emer-
gency valve or its seat, when the differential on the
emergency valve is high. Open cock 3, then paint the
body of the triple valve with soapsuds to determine if
leakage exists direct to the atmosphere through castings
or gaskets.

If leakage is discovered at the triple exhaust in release
position, determine if it is from the auxiliary reservoir
or brake pipe in the following manner:

Move valve "A" to position No. 8 and open cock 7
until the brake pipe and auxiliary reservoir are empty;
then with the valve "J" in position No. 3, place a soap
bubble on the exhaust port and place valve "A" in posi-
tion No. 2. If no leakage is found at the exhaust, ad-
vance valve "J" by stages from position to position until
a brake-pipe pressure of 10 pounds is obtained. Any
leakage from the exhaust while the auxiliary reservoir
is without pressure must be from the brake pipe, past the
emergency valve. Therefore, if no exhaust leakage is
found and leakage did exist while the auxiliary reservoir
was charged, it indicates defective slide valve. At the
completion of this test, close cock No. 7 and move valve
"A" to position No. 1, recharging auxiliary reservoir.
Sec. "C," Test No. 2. — Graduating-valve Leakage.

Move valve "A" to position No. 7 until a brake-cylin-
der pressure of from 20 to 30 pounds is obtained. Then
return valve "A" to position No. 3 and close cock 3. If

the brake-cylinder pressure then increases without leak-
age at the exhaust port, it is proper to assume that the
graduating valve is leaking, providing it has been deter-
mined by the preceding tests that the emergency valve is
tight. If leakage at the exhaust occurs during this test,
which will be determined by placing a soap bubble on
the exhaust, the leakage may be either from slide valve
or graduating valve. The rate of rise of pressure on the
brake-cylinder gauge, resulting from graduating-valve
leakage, must not exceed 5 pounds in 20 seconds. This
comparatively rapid rate of rise is permissible owing to
the extremely small volume of the section of brake-cyl-
inder pipe into which the leakage is occurring.

At the completion of test, open cock 3 and move valve
"A" to position No. 1.

Sec. "A," Test No. 2. — Non-quick Service. New York
Triple Valve Leakage at Exhaust in Emergency.
Check-valve, Quick-action Valve and Cyl-
inder-cap Gasket Leakage.

Operate the triple valve two or three times in quick
action by closing and opening cock 1, finally leaving it
closed.

Coat the exhaust port of triple valve with soapsuds to
ascertain if leakage exists past the exhaust valve or
bushing, with the piston and slide valve in emergency
position. Close cocks 2 and 3. If the brake-cyUnder
gauge now indicates leakage greater than S pounds in
10 seconds the leakage is excessive, and is usually due
to imperfect seating of the check valve or quick-action
valve, or to the main piston not making a tight joint on
the main cylinder gasket. To locate the defect, place
soap bubbles on the vent ports. No leakage at these points
indicates that the leakage is past the main cylinder gas-
ket. If leakage is found at the vent ports, open cocks
1; 2 and 3 and recharge the auxiliary reservoir to 80
pounds, then move valve "A" to position No. 7 until the
brake-pipe pressure is reduced 10 pounds and return
valve "A" to position No. 3. Close cock 2, and if the
quick-action valve is leaking the brake will immediately
release. If it does not, the leakage is past the check valve.

At the completion of this test, if no leakage is found,
open cocks 1, 2 and 3, and if leakage is discovered
open cock 2 and move valve "A" to position No. 1.
Sec. "B," Test No. 2. — Exhaust-valve Leakage in Release ;
also Vent-valve and Quick-action Valve Leakage.

Close cock 3 and coat the exhaust port with soapsuds
to determine if there is any leakage from the auxiliary
reservoir past the exhaust valve, or graduating valve
or triples having this valve tandem with the exhaust
valve, when the triple is in release position. If exhaust
leakage is found, and the triple under test has tandem ex-
haust and graduating valves, determine which valve is
leaking by making graduating-valve leakage test.

Sec. "C," Test No. 2. — Graduating-valve Leakage.

Move valve "A" to position No. 7 until a brake-cylinder
pressure of from 20 to 30 pounds is obtained. Tlien re-
turn valve "A" to position No. 3 and close cock 3. If
the brake-cylinder pressure then increases without leak-
age at the exhaust port, it is proper to assume that the
graduating valve is leaking. The rate of rise of pres-
sure on the brake-cylinder gauge, resulting from graduat-
ing-valve leakage, must not exceed S pounds in 20 sec-
onds. This comparatively rapid rise is permissible ow-
ing to the extremely small volume of the section of brake-
cylinder pipe into which the leakage is occurring.

If leakage at the exhaust occurs during this test, which
will be determined by placing a soap bubble on the ex-
haust, the leakage is by the exhaust valve instead of the
graduating valve.

AIR

CAR BUILDERS' DICTIONARY

AIR

At the completion of the test open cock 3 and move
valve "A" to position No. 1.

Test No. 3.— Test of Type "K" Triple Valves for Retarded-
release Feature; for Both Westinghouse and
New York Triple Valves.

Commencing the test with cocks 1, 2, 3 and 9 open,
all other numbered cocks closed, auxiliary reservoir
changed to 80 pounds, valve "B" in position No. 3 (lap),
lever "D" in position No. 2 and valve "A" in position
No. 3 (lap), proceed as follows:

Move valve "A" to position No. 7 until brake-pipe
pressure is reduced 20 pounds, then return it to position
No. 3; place valve "J" in position No. 4; valve "B" in
position No. 1 and valve "A" in position No. 2. This
should move the triple-valve parts to normal (full re-
lease) position.

If the triple valve moves to retarded-release position,
which is indicated by a contracted exhaust and slow re-
lease of brake-cylinder pressure, it indicates a weak or
broken retarded-release spring, or undue friction in the
retarding device.

Following this test, recharge the system to 80 pounds
by moving valve "A" to position No. 1 and valve "B"
to position No. 2.

When the brake pipe and auxiliary reservoir are
charged to 80 pounds move valve "A" to position No. 7
until brake-pipe pressure is reduced 20 pounds, then re-
turn it to position No. 3. Place valve "J" in notch No. 8,
lever "D" in notch No. 4, valve "B" in position No. 1
and valve "A" in position No. 2.

Under these conditions the triple-valve piston and slide
valve should be forced to retarded-release position. If
this does not occur it indicates that the retarded-release
spring is not standard, or the retarding devices have ex-
cessive friction. Completing test, place valve "B" in po-
sition 3 and valve "A" in position 1.
Sec. "A," Test No. 4.— Application Test for Both West-
inghouse and Neiv York Triple Valves.

If for any reason it is desired to make this test fol-
lowing an application and release produced by closing
and opening cock 1, or the auxiliary reservoir has just
been charged by opening cock 1, this test should be pre-
ceded by an application and release with valve "A," for
the purpose of insuring the slide valve being in its nor-
mal position.

Commencing the test with cocks 1, 2, 3 and 9 open,
all other numbered cocks closed, valve "A" in position
No. 1, valve "B" in position No. 2 and lever "D" in notch
3, then with the auxiliary reservoir charged to 80 pounds,
proceed as follows :

To test triple valves for 8-inch cylinder, place valve
"B" in position No. 4 and valve "A" in position No. S.

To test triple valves for 10-inch cylinder, place valve
"B" in position No. 4 and valve "A" in position No. 6.

In all of these tests the triple valve should move to
application position without causing a discharge of air
from the vent port of valve "B,"

A failure to apply under the conditions specified indi-
cates either excessive friction, which will be shown by
an exhaust from the vent port or valve "B" ; a leaky
packing ring, which will be discovered later by the
packing-ring leakage test; too large a feed groove in the
cylinder, or a combination of two or more of these de-
fects. Should the triple valve fail to apply and no ex-
haust occur from valve "B," the indications are that
the back flow of air from the auxiliary reservoir to the
brake-pipe is too rapid to permit the required differential.

At the completion of this test move valve "B" to posi-
tion No. 3 and valve "A" to position No. 1.

Sec. "B."— Quick-service Test (for Quick-service Triple

Valves Only) for Both Westinghouse and New

York Triple Valves.

Commencing the test with cocks 1, 2, 3 and 9 open,
all other numbered cocks closed, valve "A" in position
No. 1, valve "B" in position No. 3 and auxiliary reser-
voir charged to 80 pounds, proceed as follows :

Close cock 9 and move valve "A" to position No. 7
for all 8-inch and 10-inch triple valves. The brake-cyl-
inder pressure obtained should not be less than 5 pounds
greater than that which will be obtained by subjecting
to the same test triple valves which do not contain the
quick-service features.

At the completion of this test move valve "A" to posi-
tion No. 1 and open cock 9.

Test No. 5. — Packing-ring Leakage Test for Both West-
inghouse and New York Triples.

Release Test, Sec. 1. — Commencing with cocks 1, 2,
3 and 9 open, all other numbered cocks closed, valve
"A" in position No. 1, valve "B" in position No. 3 and
the auxiliary reservoir charged to 80 pounds, proceed
as follows :

Place the valve "A" in position No. 7 until the brake-
pipe pressure is reduced IS pounds, then return to posi-
tion No. 3 (lap). Place valve "J" 'n position No. 2,
lever "D" in notch No. 1 and valve "B" in position No.
1 ; close cocks 2 and 3 and move valve "A" to position
No. 2. If the discharge does not occur promptly from
the vent port of valve "B," advance valve "J" from posi-
tion to position until the discharge begins, then note the
rate of increase of pressure on the auxiliary reservoir
gauge, which must not exceed S pounds in 30 seconds.

During this test there must be a steady exhaust of air
from the vent port of valve "B" to insure the Droper
differential being maintained on the triple-valve piston.
If, in making this test, the triple valve for the 8-inch
cylinder releases or indicates excessive ring leakage, make
another test, beginning with moving handle "R" to the
right after making the proper brake-pipe reduction and
before starting to increase the brake-pipe pressure. Im-
mediately after the test is completed, handle "R" should
return to its normal left position.

Should it occur that the friction of the triple valves
for the 10-inch brake cylinder is so low as to continue to
permit the triple to release, the reduction for the appli-
cation may be changed from 15 to 10 pounds. When this
is done, special attention should be given to determine
if the graduating valve is right, as it must be, to permit
an accurate test.

At the completion of this test place valve "B" in posi-
tion No. 3, open cocks 2 and 3 and place valve "A" in
position No. 1.

Test No. 6, Sec. 2. — Friction Test. Release Test for Both
Westinghouse and New York Valves.

Commencing the test with cocks 1, 2, 3 and 9 open
and all other numbered cocks closed, valve "A" in posi-
tion No. 1, valve "B" in position No. 3, auxiliary reser-
voir charged to 80 pounds.

Place lever "D" in notch 3 for all triple valves under-
going the test ; proceed as follows :

Place valve "A" in position No. 7 until the brake-pipe
pressure is reduced 10 pounds, then return it to position
No. 3. Place valve "J" in position No. 1, valve "B" in
position No. 1, and move valve "A" to position No. 2.
Under these conditions the triple valve should release.
A failure to release should be accompanied by a discharge
at the vent port of valve "B," which indicates that the
frictional resistance to the movement of the packing ring
and slide valve is excessive.

AIR

CAR BUILDERS' DICTIONARY

AIR

If the triple valve does not release and valve "B" fails
to open its exhaust, leakage is occurring from the brake
pipe, which will necessitate advancing valve "J" from
position to position, remaining in each position 30 sec-
onds, until the triple valve releases or the exhaust in
valve "B" opens.

At the completion of the test place valve "B" in posi-
tion No. 3 and valve "A" in position No. 1.

Test No. 7, Sec. "A." — Service-port Capacity Test for

Westinghouse Triple Valves and Quick-service

New York Triple Valves.

Commencing with cocks 1, 2, 3, 4 and 9 open, valve
"A" in position No. 1, valve "B" in position No. 3, place
valve "C" in position required for the triple valve under
test, as indicated:

Notch No. 1. — For 8-inch triple valves.

Notch No. 2, — For 10-inch triple valves.

During this test the brake-pipe pressure should not
drop, except that in the case of the quick-service triple
valves there will, of necessity, be a slight drop, which
must not exceed 2 pounds.

Place valve "B" in position No. 2 and move valve "A"
to position No. 3, open cock 7 until brake-pipe and auxili-
ary-reservoir pressures are reduced to SO pounds, then
close cock 7. Move valve "B" to position No. 3 and open
combination cock 6 and quick-opening valve, leaving it
open 3 seconds. This test should not produce quick

Test No. 7, Sec. "A." — Service-port Capacity Test for New
York Non-quick Service Triple Valves.

Commencing with cocks 1, 2, 3, 4 and 9 open, valve
"A" in position No. 1, valve "B" in position No. 3, place
valve "C" in position required for the triple valve under
test, as indicated.

Notch No. 1. — For 8-inch triple valves.

Notch No. 2. — For 10-inch triple valves.

Place valve "B" in position No. 2 and move valve "A"
to position No. 3. Open cock 7 until brake pipe and
auxiliary reservoir pressure are reduced to 50 pounds, then
move valve "B" to position No. 3 and open cock 6 quickly.

Note, — During this test the triple valve should move
to service position, the brake-pipe pressure mbst not drop
and there must be no discharge of air from the vent ports.

Should the triple valve move to emergency position, it
indicates a restriction in the service ports or a weak vent-
valve spring.

Sec. E. — Duplicate the test specified under Sec. A,
placing the wheel of valve "C" in the position as indi-
cated for the triple valve under test.

Notch No. 3. — For 8-inch triple valves.

Notch No. S.— For 10-inch triple valves.

This should result in the triple valve moving to emer-
gency position, causing a strong blast of air from the
vent ports and a brake-pipe reduction of at least 3 pounds.
Failure to do so indicates a too loose fit of the vent-valve
piston packing.

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action. If it does, it indicates a restriction in the service
port, or a weak or graduating spring.

Sec. B. — DupHcate the tests specified under Sec. A,
placing the wheel of valve "C" in the position as indicated.

Notch No. 3. — For 8-inch triple valves.

Notch No. 5. — For 10-inch triple valves, excepting
Westinghouse non-quick service, with which use notch 7.

This should result in the triple valve moving to emer-
gency position. Failure to do so indicates too close a
fit of the emergency piston.

At the completion of the test close cock 4 and combi-
nation cock 6 and quick-opening valve, move valve "A"
to position No. 1.

Air Brake Cut-Out and Defect Card (M. C. B. Recom-
mended Practice). See Air Brake Defect Card.

Air Brake Defect Card (M. C. B. Standard). In 1894
a Recommended Practice was adopted to use an
air-brake repair card to report to division terminals
such defects as are found by trainmen which re-
quire brake to be cut out. This was revised in
1898, and is now, as shown in the illustration, to be
attached as near to the car number as possible.

In 1902 this was made a Standard of the Associa-
tion.

In 1903 letters were substituted for figures to in-
dicate the various defects.

AIR

CAR BUILDERS' DICTIONARY

AIR

In 1911 a revised defective air brake card was
adopted and the use of the card defined as follows:

If car can be placed between air brake cars, wire
this card near triple valve where it can be readily
seen.

If car must not be placed between air brake cars,
wire card to brake-pipe near angle cock at each end
of car.

The color of defective air brake card to be red.

The size of defective air brake card to be 3}i by
9 inches, including the stub, which is 3^ by 2^4
inches.

Card to be fitted with eyelet, as shown, and each
card supplied with suitable wire for attaching to
car.

Air Brake Hose. Laminated rubber and canvas tubing
which is attached to a nipple that screws in the
angle cock at the end of the brake pipe. The other
end of the hose is fitted with a coupling which
engages with a similar coupling on the adjoining
car and thus forms a flexible connection between
the brake pipes of the two cars through which the
compressed air for operating the brakes is conducted.
See Armored Brake Hose.

Air Brake Hose Clamp. See Hose Clamp.

Air Brake Hose Coupling. Figs. 1306-1311, 1344. A
contrivance for coupling or connecting the ends of
a pair of brake hose together, so that the air by
which the brakes are operated can pass from one
vehicle in a train to another. The couplings for
train air signal apparatus are similar to brake hose
couplings, but are arranged so that . they will' not
couple to the latter.

Air Brake Hose Coupling Case. A hollow casting
which joins the main part of a coupling to which
the hose is attached.

Air Brake Hose Coupling and Ring (M. C. B. Stand-
ard). Fig. 2704. In 1911 standard dimensions and
contour for air brake hose couplings and packing
rings were adopted.

Air Brake Hose Label (M. C. B. Standard). Fig. 2704.
In 1902 the label for hose, as shown, was made a
standard. Revised in 1903, 1911 and 1912. The
specification for its use is as follows :

Each length of hose must have vulcanized to it
•a standard air brake hose label of white or red
rubber as shown. The following information must
be branded on the label: On the top of the badge
the initials or name of road or purchaser and the
size, l3/s inches; on the bottom the name of manu-
facturer ; on the left-hand end the month and
year of manufacture; on the right-hand end the
serial number and 2 inches removed therefrom a
separate badge consisting of a band 1 inch wide
encircling the hose and bearing in triplicate the
letters "M. C. B. Std."; in the center field the
letters "A" and "R" and the numerals for the
month to show the date of application and re-
moval. These letters must be clear and distinct,
not less than }i inch in height, excepting name of
manufacturer, which must not be less than ]4, inch in
height and stand in relief not less than 1/32 inch.

Letters and figures covering the application and
removal of the hose must be so applied that they
can be removed by cutting without endangering
the cover.

Dimensions of label to be 3 9/16 by 2]^ inches,
as shown on the ilkistration, also a band 1 inch wide

encircling the hose 2 inches to the right. Exten-
sions may be made on right-hand end.

Air Brake Hose Label, Location of (M. C. B. Recom-
mended Practice). In 1911 a recommended prac-
tice that air-brake hose should be so mounted
that the label will show toward the side of car in
such a position that the car inspector can readily
read it.

In 1912 the drawing showing position of air brake
hose label on mounted hose was altered to cor-
respond with the new design of hose label. See Fig
2764.

Air Brake Hose Nipple. Figs. 1307, 1341. A short metal
tube fitting into the end of the brake hose and
fastened by a suitable clamp and screws. One end
is threaded and screws into the angle cock.

Air Brake Hose Specifications (M. C. B. Standard).

In 1901 specifications and tests for air brake hose
were adopted as Recommended Practice. Advanced to
Standard in 1903. Revised 1905.

In 1911 detailed specifications of label were placed
under the heading "Label for Air Brake Hose."

1. All air brake hose must be soft and pliable, and
not less than two-ply nor more than four-ply. They
must be made of rubber and cotton fabric, each of the
best of its kind made for the purpose. No rubber sub-
stitutes or short-fiber cotton to be used.

2. The tube must be hand-niade, composed of three
calendars of rubber. It must be free from holes and
imperfections, and in joining must be so firmly united
to the cotton fabric that it can not be separated with-
out breaking or splitting the tube. The tube must be
of such composition and so cured as to successfully
meet the requirements of the stretching test given
below; the tube to be not less than 3/32 inch thick at
any point.

3. The canvas or woven fabric used as wrapping for
the: hose to be made of long-fiber cotton, loosely woven,
and to be from 38 to 40 inches wide, and to weigh not
less than 20 and 22 ounces per yard, respectively. The
wrapping must be frictioned on both sides, and must
have, in addition, a distinct coating or layer of gum
betwieen each ply of wrapping. The canvas wrapping
must be applied on the bias. Woven or braided cover-
ing should be so loose in texture that the rubber on
either side will be firmly united.

4. The cover must be of the same quality of gum as
the tube, and must not be less than 1/16 inch thick.

5. Hose is to be furnished in 22-inch lengths. Varia-
tions exceeding J4 iri'^h in length will not be permitted.
Rubber caps not less than 1/16 inch nor more than
}i inch must be vulcanized on each end.

6. The inside diameter of hose must not be less than
IH inches nor more than 1 7/16 inches, nor must the
outside diameter exceed 2% inches. Hose must be
smooth and regular in size throughout its entire length,
except at a point 2^4 inches from either end, where the
inside calendar of rubber may be increased 1/16 inch
for the distance of ^ inch toward either end and then
tapering to the regular diameter.

7. Each length of hose must have vulcanized on it
the label for air brake hose of white or red rubber, as
shown under the specifications for "Label for Air Brake
Hose." Each lot of two hundred or less must bear the
manufacturer's serial number, commercing at one on
the first of the year and continuing consecutively until
the end of the year. For each lot of two hundred, one
extra hose must be furnished free of cost.

8. Test hose will be subject to the following tests :

AIR

CAR BUILDERS' DICTIONARY

AIR

BURSTING TEST.

The hose selected for test will have a section five (5)
inches long cut from one end and the remaining seven-
teen (17) inches will then be subjected to a hydraulic
pressure of 100 pounds per square inch, under which
pressure it must not expand more than j^ inch nor
develop any small leaks or defects. The section will
then be subjected to a hydraulic pressure of 400 pounds
per square inch for ten minutes, without bursting.

FRICTION TEST.

A section one (1) inch long will be taken from the
five (5) inch piece previously cut off, and the quality
determined by suspending a 20-pound weight to the
separated end, the force being applied radiallj', and
the time of unwinding must not exceed eight (8) inches
in ten minutes.

STRETCHING TEST.

Another section one (1) inch long will be cut from
the balance of the five (5) inch piece, and the rubber
tube or lining will be separated from the ply and cut
at the lap. Marks two inches apart will be placed on
this section, and then the section will be quickly
stretched until the marks are eight (8) inches apart
and immediately released. The section will then be
remarked as at first and stretched to eight (8) inches
and will remain so stretched ten (10) minutes. It will
then be released, and ten (10) minutes later the dis-
tance between the marks last applied will be measured.
In no case must the test piece break or show a perma-
nent elongation of more than % inch between the marks
last applied. Small strips taken from the cover or
friction will be subjected to the same tests.

9. If the test hose fails to meet the required tests,
the lot from which it was taken may be rejected with-
out further examination and returned to the manufac-
turer, who shall pay the freight charges in both direc-
tions. If the test hose is satisfactory the entire lot
will be examined, and those complying with the speci-
fications will be accepted.

SPECIFICATIONS AND TESTS FOR WOVEN AND COMBINATION
WOVEN AND WRAPPED AIR BRAKE HOSE.

In 1907 the following specifications were adopted for
Woven and Combination Woven and Wrapped Air
Brake Hose, as Recommended Practice. In 1908 they
were advanced to Standard. In 1911 detailed specifica-
tions for label were placed under the heading "Label
for Air Brake Hose."

All air-brake hose under this specification is to con-
sist of not less than three plies of woven, braided or
knitted fabric, or of two or more plies of canvas
wrapping surrounded by at least one ply of woven,
knitted or braided fabric. The hose should be flexible
without kinking easily. The rubber, fabric or duck
should be the best of its kind made for the purpose,
and no rubber substitute or short fiber fabric will be
allowed.

The inner tubes should be composed of three
calendars of rubber and not less than 3/32 inch thick at
any point. Should a machine-made tube be used, it
must not be less than % inch thick at any point. It
must be free from holes and imperfections, and in join-
ing it must be so firmly united to the cotton fabric that
it can not be separated without breaking or splitting the
tube. Each ply of the hose should be separated by a
distinct layer of rubber, and over this is to be a cover
1/16 inch thick, and at each end a 1/16 inch cap should
be vulcanized on, the cover and the cap to be of the
same material as the inner tube.

The hose is to be furnished in 22-inch lengths, and
variations exceeding 3-4 inch from this length will not
be permitted. The rubber caps at each end are not to
be less than 1/16 inch nor more than % inch thick. The
inside diameter of the hose must not be less than IJ'g
inches nor more than 1 7/16 inches, nor must the out-
side diameter be less than 2 1/32 inches nor greater
than 2 3/32 inches. The hose must be smooth and
regular in size throughout its entire length.

Each length of hose must have vulcanized on it the
label for air-brake hose of white or red rubber, as
shown under the specifications entitled "Label for Air
Brake Hose."

Each lot of 200 or less must bear the manufacturer's
serial number, commencing at "1" on the first of the
year and continuing consecutively until the end of the
year, and the serial number should not be duplicated,
even though the hose bearing the original numbers be
rejected. For each lot of 200, one extra hose must be
furnished free of cost.

TESTS TO WHICH SAMPLES WILL BE SUBJECTED.

Bursting Test. — All hose selected for test will have
a section S inches long cut from one end and the re-
maining 17 inches will then be subjected to a hydraulic
bursting pressure of 400 pounds per square inch fof^jten.,
minutes, which it must stand without failure. At a, ,
pressure of 100 pounds per square inch it must not ex-
pand more than j4 inch in diameter or change in length
more than % inch, nor develop any small leaks or
defects.

Friction Test. — A section 1 inch long will be taken
from the S-inch piece previously cut off, and the quality
determined by suspending a 20-pound weight to the
separated end, the force being applied radially, and
the time of unwinding must not exceed 8 inches in ten
minutes.

Stretching Test. — Another section 1 inch long will
be cut from the balance of the S-inch piece and the
inner tube or lining will be separated from the ply and
cut at the lap. Marks two inches apart will be placed
on this section, and then the section will be quickly
stretched until the marks are 8 inches apart and im-
mediately released. The section will then be remarked
as at first and stretched to 8 inches and will remain
so stretched ten minutes. It will then be released and
ten minutes later the distance between the marks last
applied will be measured. In no case must the test piece
break or show a permanent elongation of more than %
inch between the marks last applied. One-inch strips will
also be taken from the cover and will be subjected to
the same test.

Tensile Test. — Another section 1 inch long will be
cut from the remainder of the S-inch piece and the
rubber tube or lining will be separated from the ply
and cut at the lap. It will then be reduced in the middle
for a distance of 2 inches by J^ inch wide parallel. The
parallel section shall be spread to the full width of 1
inch at the end by curves of Yi inch radius. This speci-
men shall be stretched uniformly by gripping the enlarged
ends, and in no case should the tensile strength per
square inch be less than 400 pounds, nor the elongation
at the time of failure less than 8 inches, measured by
marks placed originally 2 inches apart before breaking.

If the test hose fails to meet the required tests the
lot from which it was taken may be rejected without
further examination and returned to the manufacturer,
who shall pay the freight charge in both directions. If
the test hose is satisfactory the entire lot will be

AIR

CAR BUILDERS' DICTIONARY

ALC

examined and those complying with the specifications

will be accepted.

Air Brake Inspection. See Air Brake, Cleaning and
Testing.

Air Brake Instruction Car. Figs. 214, 215 and 252. A
car, usually a passenger equipment car, in which is
mounted the apparatus necessary to illustrate and
explain the construction and operation of the air
brake. It is used for the instruction of railroad
employees and is stationed at different points
along the line for a week or two at a time. Regu-
lar classes are conducted and lectures given by
the instructor in charge, who is usually provided
with living quarters in the car. See Car, M. C. B.,
Class I.

Air Brakes for Street Cars. See Traction Air Brake.

Air Brake, Testing. See Air Brake, Cleaning and
Testing.

Air Compressor. Figs. 1321-2; 1370-1. A motor driven
air pump which supplies compressed air for oper-
ating the air brakes on electrically operated cars.

Air Compressor Cylinder (Motor Compressor). Fig.
1321. A hollow cast iron cylinder with a piston,
which piston compresses the air required to oper-
ate the brakes. The pistons in the air cylinders
are connected with connecting rods to a crank
shaft geared to a small motor.

Air Compressor Cylinder Head (Motor Compressor).
The cover for the lower end of the air cylinder of
a motor driven air pump for an air brake.

Air Compressor Governor. Figs. 1330-32; 1335, 1368-9.
An adjunct to the electrically driven air com-
pressor, designed to open or close automatically
the motor circuit when the air pressure in the
reservoir exceeds or falls below certain predeter-
mined limits; these limits are usually 95 and 80
pounds for automatic brake service and 65 and 50
pounds for straight-air brake equipments.

Air Compressor Governor Synchronizing System.

Figs. 1318-1319.
An arrangement for insuring an equal division of
work of furnishing compressed air for braking and
other purposes among all the motor-driven air com-
pressors in a train. The current supply to the motor
of the motor-driven air compressor is controlled by a
compressor switch operated by air pressure, as in the
ordinary form of compressor governors, except that
the cutting-in and cutting-out of this switch is con-
trolled by the operation of a magnet valve. In addi-
tion, a master governor is used on each motor car or
locomotive, similar in all respects to a compressor
governor except that instead of controlling the current
supplied to the motors of the motor-driven air com-
pressors, it acts simply as a pilot or master switch to
control the current to the magnets which operate the
compressor switches. The magnets of the compressor
switches are connected in parallel between the trolley
(or positive battery terminal) and the synchronizing
wire which runs the entire length of the train. The
cutting-in of any master governor connects the syn-
chronizing wire to ground (or negative battery ter-
minal) and thereby operates all the compressor switch
magnets. With all the compressors cut out and the
pressures in the main reservoir line equalized, as soon
as this pressure is decreased to a point at which any
one of the master governor controlling mechanisms
operates, the closing of this master governor switch
supplies current to the magnets of each compressor

switch in the train, causing them to operate so as to
cut-in these switches and start all the compressors
simultaneously. Whether one or more of the master
governors cut-in at the same time is immaterial since
the compressor will continue to operate and raise the
pressure in the main reservoirs on each vehicle and in
the main reservoir line throughout the train, until the
controlHng portion of the last master governor remaining
cut-in operates to open the circuit to the compressor
switch magnets, which causes all the compressor switches
to cut out and stop the operation of all the compressors
simultaneously. In this manner, all the compressors
operate the same length of time, thus avoiding a condi-
tion in which some compressors are overworked while
others are not working up to their full capacity.
Air Compressor Switch. See Electro-Pneumatic Com-
pressor Switch.
Air Connections. See Steam and Air Connections for

Passenger Equipment Cars.
Air Gage (Air Brake). Fig. 1338. A gage to register
the pressure of air in the reservoirs, brake pipe or
brake cylinders, similar to an ordinary steam pres-
sure gage. They are made either with a single
pointer, or with two pointers, to indicate on one
dial both the reservoir pressure and the brake
pipe pressure. The latter type is called a duplex
gage.
Air Gaps (Generators). The clearance between the
body or iron core of the rotating armature and the
stationary field poles or pieces of a generator.
Small air gaps are beneficial in that they permit of
smaller, lighter, slower speed and cheaper ma-
chines than is the case with large air gaps. On the
other hand, the bearings of machines with small
air gaps require closer attention and more frequent
renewals and are more apt to give trouble at the
commutators and brushes than machines with
large air gaps.
Air Inlet. An opening for the admission of air to an
air compressor or to a refrigerator car. The term
includes both the air strainer and air pipe.
Air Pipe (Air Brake.) More properly brake pipe.

Often called train pipe.
Air Pipe Strainer. See Brake Pipe Air Strainer.
Air Pump. See Air Compressor.

Air Pump Governor. See Air Compressor Governor.
Air Signal. See Back-Up Air Signal, Train Air Signal.
Air Signal Reducing Valve. See Reducing Valve.
Air Space (Refrigerator Cars). C, Figs. 374-75. A
space left between the linings to aid in insulation.
It is sometimes called dead air space in distinction
from the ventilating passages, as the air in it is
confined or dead and is not being constantly
changed. Unless air is confined so that it does
not continually change it is a poor insulator.
Air Strainer. See Brake Pipe Air Strainer.
Air Valve (Steam Heating). A small outlet valve
which will pass air but not water, applied to the
ends of storage heaters to allow the air to escape
when the steam or hot water is turned on.

Aisle. The longitudinal passageway through a passen-
ger car, between the seats.

Aisle Seat End. The end or arm of a transverse car
seat next the aisle. See also Wall Seat End.

Alcohol Burner. Fig. 849. Used for heating refrigera-
tor or produce cars when transporting perishable
products during cold weather.

10

ALC

CAR BUILDERS' DICTIONARY

ARG

Alcohol Stove. See Stove.

Alcove. A recess. See Water Alcove.

Alcove Faucet. A faucet in a water alcove connected
with a water cooler to supply drinking water.

Alcove Lamp. A lamp placed in a recess in the side of
a car. Also called Panel Lamp, as it is usually
covered by a panel.

Alley Apartment. Fig. 256. A compartment in a
passenger equipment car, reserved for mail, and
serving the same purpose as a postal car on runs
where an entire car is not required for mail. It
occupies only a part of the width of the car and
has an alley or passageway at one side.

Alleyway. More properly a corridor. A narrow pas-
sage at the side of staterooms or compartments in
parlor or sleeping cars.

American Continuous Draft and Buffing Apparatus.

An apparatus by which the drawbars at both ends
of the car are connected by two rods with loops
at the ends, that hook over the ends of a bar or
key passing through the shank of each drawbar.
Each car is in this manner pushed from the rear
end and all the pull is transmitted through the
train by the draft rods. It has two buffer springs
and two follower plates at each end of the car.
Not now used in new construction.

Ammeter. An instrument for measuring electric cur-
rent in amperes.

Ampere. The unit of electric current.

Angle Cock (Air Brakes). Figs. 1301, 1341, 13SS-6. A
cock placed in the brake pipe under each end of
the car just back of the hose connection. This
must always be open except at the rear end of
the last car, where it must always be closed to
prevent escape of air from the brake line and
setting of the brakes.

Angle Cock Holder. Figs. 1393, 1399, 1400. A clamp or
bracket for securing the angle cock at the end of
a car.

Angle Iron or Angle. A general term applied by
makers to iron or steel rolled in the form of an L.

Angle Manifold (Car Heating). See Fig. 2086 for
typical example.

Angle Valve. See Fig. 2039 for a special type used in
car heating.

Anti-Friction Car Door Hanger. See Door Hanger.

Anti-Friction Center Plate. Devised to reduce the
friction between the body and truck in curving.
See Roller Center Plate and Ball Bearing Center
Plate.

Anti-Friction Side Bearing. Devised to reduce the
friction between body and truck in curving. See
Roller Side Bearings, Ball Bearing Side Bearings,
Gravity Side Bearings and Rocker Side Bearing.

Anti-Slip Surface. See Safety Tread.

Anti-Telescoping Device. Fig. 526. A type of end
framing in which the end sill is greatly strength-
ened by an end sill stiffening plate, an end sill
stiffening angle bar, corner angle posts, and end
plate strengthening angles or knee irons. Its ob-
ject is to prevent one car from entering or tele-
scoping another in a collision. An anti-telescop-
ing plate is intended for the same purpose. A
device in use for this purpose on the New York
subways has a corrugated face, into which the

corresponding corrugations on the next car are
forced.

Anti-Telescoping Plate. Fig, 526. See Anii-Telescop-
iNG Device.

Anvil (of Track Torpedoes). Interior pieces of iron
placed directly over the fulminating powder to in-
sure its ignition. Some track torpedoes have three
anvils.

Arbor. "A spindle or axle for a wheel or pinion; a
mandrel on which a ring or wheel is turned in a
lathe."— Knight.

Arch (Elliptic Spring). The height from the center of
the scrolls at the ends of the elliptics to the under
side of the main leaf of the spring. Twice the arch
of an elliptic spring, less the thickness of the
spring bands, is the set and is the maximum
amount which an elliptic spring can be compressed.
In a half elliptic spring the arch and set differ only
in the thickness of the spring band.

Arch Bars. 14 and IS, Fig. 945; Fig. 1086. The wrought
iron or steel bars which form the top and bottom
members of a diamond arch bar truck side frame.
They are attached to the bolster guides or truck
columns by column bolts and to the journal boxes
by the journal box bolts. See also Center Bearing
Arch Bar.

Arch Bars, Column and Journal Box Bolts (M. C. B,
Standard). Fig. 2703.
80,000-PouND Capacity Cars. — In 1897 a committee

on this subject reported designs which were subse-
quently adopted by letter ballot as Recommended

Practice.

In 1901 these were, by letter ballot, changed from

Recommended Practice to Standard. Modified 1907.
In 1907 the following changes were made :
The journal bearing centers spaced to S feet 6 inches,

the additional four inches being added to the total

length.

The spacing of bends increased to 20-inch centers,

and the horizontal distance between bends increased

to 17j^ inches.

The turned up lip on the ends of the tie bar was

eliminated, the total length of tie bar remaining the

same as arch bar, as follows : 78 inches over all.

The addition to the drawing of the following note :
A single nut with nut-lock or cotter may be used

instead of double nuts.
Modified 1909.
100,000-Pound Capacity Cars.— In 1909 a design for

arch bars, column and journal-box bolts for 100,(XX)-

pound capacity cars was adopted as standard.

Arch Plate (Wide Vestibule). 46 and 91, Figs. 552-555.

Arch Plate Band (Wide Vestibule). 49, Figs. 552-555.

Arch Rail (British). See End Arch Rail.

Arched Roof. Figs. 896, 908. A roof, the surface of
which is curved, and which has no upper deck or
clear story. It is sometimes used for passenger
cars. See Turtle Back Roof.

Argand Lamp. A lamp invented by Argand, a native
of Geneva, about the year 1784. The burner con-
sists of two concentric cylindrical tubes in which
is the annular wick. The tube inclosing the wick
is closed at the bottom and communicates by a
pipe with the oil reservoir. The interior tube be-
ing open, free access of air is allowed to the in-
terior and exterior of the flame, insuring more
perfect and equal combustion. Some gas lamps
are constructed on this principle.

11

ARM

CAR BUILDERS' DICTIONARY

AUT

Arm Cap. A metal plate, wooden cap, or piece of up-
holstery with which the top of a seat end, arm rest or
chair arm is covered.

Arm Holder (British). See Arm Sling.

Arm Pivot. See Se.vt Arm Pivot.

Arm Rest. A wooden or metal bar or ledge attached
to the side of a car, and not, like an ann cap, to
the top of a seat end, for passengers to rest their
arms on.

Arm Rest Bracket. See Arm Rest. A bracket support-
ing the arm rest.

Armature. Fig, 2313. The rotating part of a motor or
dj'namo. It consists of a laminated iron cylinder
or core kej^ed to a shaft, and iii the slots of which
are wound the armature coils of insulated copper
wire or ribbon. At one end of the core on the
shaft is mounted the commutator, a copper cylin-
der composed of insulated segments, which are
connected to corresponding armature coils.

Armature Spider (Electric Motor). Fig. 2S34. A
skeleton center fastened to the armature shaft
and surrounded by the laminated iron core in
which the armature coils are imbedded.

Armored Brake Hose. Fig. 1390. Brake hose covered
with a woven wire fabric, steel, or other material,
to protect it from injury or abrasion. Vacuum
brake hose, for vacuum brakes, is usually lined
with coiled wires on the inside to prevent collaps-
ing, but such is not properly termed an armored
brake hose. The M. C. B. standard brake hose
is not armored.

Asbestos Felt. A preparation of asbestos in loose
sheets similar to felt, for use as a non-conductor.
It is largely used in refrigerator cars and is manu-
factured for that purpose in rolls about 42 in. wide,
and weighs about 1 lb. per square yard. It must
be handled with care to prevent tearing.

Asbestos Protected Metal. A material for use as roof-
ing, side walls, partitions and ceilings in buildings;
also for inside bo.x car roofs, passenger car and
locomotive cab roofs, head linings and interior
finish for passenger cars. . ■

Ash Receiver. Figs. 1880-1.

Asphalt Car Roofing. A saturated and coated felt ap-
plied in sheets.

Atmospheric Brake. See Air Brake, Vacuum Brake.
This term, but little used, includes both the air
brake and the vacuum brake.

Automatic Air Brake. An air brake system with
which the brake will be applied automatically in case
of an accident which permits air to escape from the
system. To accomplish this there is added to each
vehicle equipped with the Straight Air Brake (1)
a reservoir called an au.xiliary reservoir, in which a
supply of compressed air is stored sufficient to operate
the brake on that vehicle ; (2) a device called a triple
valve to which the brake pipe, auxiliary reservoir and
brake cylinder are all connected. The brake is applied
by reducing the pressure in the brake pipe below that
in the auxiliary reservoirs. Such a reduction is caused
by an opening made from the brake pipe, or its con-
nections, to the atmosphere, and may be intentional,
as when the engineer opens the brake pipe to the at-
mosphere through the brake valve, or accidental, as

in case of a burst hose or broken pipe. The reduction
in brake pipe pressure thus made destroys the equality,
of brake pipe and auxiliary reservoir pressures, which
existed when the brake system was fully charged, and
the auxiliary reservoir pressure, which is then higher
than that in the brake pipe, causes the triple valve on
each car to operate so as to apply the brakes by ad-
mitting compressed air from the auxiliary reservoir to
the brake cylinder, where it exerts its pressure on a
piston, pushing it outward and thus applying the
brakes. The brake is released by admitting compressed
air from the main reservoir on the locomotive through
the brake valve into the brake pipe, thus increasing its
pressure above that remaining in the auxiliary reser-
voir. This causes the triple valve parts to return to
their original positions, again opening communication
from the brake pipe to the auxiliary reservoir to re-
charge the latter and making a connection through
which the compressed air in the brake cylinder escapes
to the atmosphere, thus permitting the release spring
in the brake cylinder to return the piston to its former
position, thereby releasing the brakes.

Automatic Car Coupler (M. C. B. Standard). Fig.
2713. A form adopted as standard in 1887. Fur-
ther details adopted in 1889 and 1893. Action of
the Association in 1889 permits the use of a coupler
28 inches long instead of 30 inches, for use only
on cars already in service and requiring such
length coupler.

In 1909 a note was added that "The dimensions
from the back of butt to inside face of knuckle be
30j4 inches."

Automatic Car Coupler (M. C. B. Recommended
Practice). Area of Lock-Bearing Surface on Tail
of Coupler Knuckle. In 1910 a recommended prac-
tice was adopted that the minimum effective area
of lock-bearing surface on knuckle tail shall not be
less than 4 square inches.

Area of Bearing Surface of Lock on Coupler Wall.
In 1910 a recommended practice was adopted that
the effective area of bearing surface between the
lock block and coupler wall shall be equal to or
greater than the effective area of lock-block bear-
ing on knuckle tail.

Automatic Car Coupler (Miscellaneous M. C. B. Stand-
ards). Figs. 2711, 2713.

Side Clearance. — In 1889 the Association decided
that the opening in carrier iron, where coupler enters,
should be 554 inches vertically and Syi' inches
horizontally.

Drawing revised in 1896.

The revision made in 1896 consisted in the elimina-
tion of the carrier iron from the drawing.

In 1899 the play of the shank of the .coupler in the
carry arm was changed to not less than 14 inch on
each side.

In 1905 the total coupler side clearance was increased
to 21/2 inches.

In 1907 was modified to read : "That the total side
clearance of the coupler be not less than 2>4 inches,"
and adopted as standard. In 1909 was modified to
read: "Total side clearance of coupler to be lyi inches."

Coupler Yokes. — In 1905 coupler yokes were adopted
as Recommended Practice.

In 1907 the opening between the gibs of the yoke for
9^-inch butt coupler was made 6^4 inches instead of
73^ inches, in order to increase the bearing of the
present yoke on the coupler butt.

12

AUT

CAR BUILDERS' DICTIONARY

AUT

In 1909 a J^-inch radius was added to the inside of
yolce lip. Advanced to Standard 1911.

Yoke Rivets. — In 1905 tlie use of lJ;J-incli rivets for
attacliing yolces to coupler butts was adopted as Rec-
ommended Practice. Advanced to Standard in 1908.

In 1908 the diameter of rivet holes in coupler butts
was changed from 1 3-16 inches to 1 5-16 inches.

Lock Set. — In 1903 a recommendation was made that
for new equipment purchased after January 1, 1904,
only such couplers as have a lock set on or within
the head and which do not depend upon the uncoupling
lever to hold up the lock should be specified. By letter
ballot this was adopted as a standard.

Coupler Sh.ank. — In 1901 a design of shank 5 by 7
inches back of the head was adopted as standard.

In 1905 an additional dimension "Not less than 2054
inches'' was added to plan view of 5 by 7 inch coupler
to definitely locate the point at which shank shall
measure 7 inches. Also the note, "Tail end for Con-
tinuous Draft," under the drawing of slotted-tail
coupler, was omitted as being unsuited for present
approved practice.

In 1907 a note was added to the effect that there
should be no projections on the bottom of the shank
from the line of the horn back for 12 inches, to provide
for proper movement of shank on carrier iron.

In 1911 the clear surface without projection on bot-
tom of coupler shank was increased lA inch forward
toward head of coupler.

Coupler Butt. — In 1905 a butt 5 by 5j^ by 9)4, inches
for friction draft gear was adopted as recommended
practice. Advanced to standard in 1907.

In 1907 the back wall of butt was changed to 54 inch
thick, owing to the fact that the tail pin had fallen
into disuse.

The width of butt was changed to 5 inches on both
sizes of coupler shanks to properly provide for secur-
ing yokes.

A dimension of not less than 1^ inches was shown
for the yoke gib shoulder of the 9>^-inch butt to pro-
vide for the increased length of gib.

In 1909 a radius of 3-16 inch on the yoke gib shoulder
of- coupler butt was adopted.

Key Slot. — In 1910 the key-slot dimensions in the
coupler butt were modified, making it available for use
on all standard sizes of coupler butts.

In 1910 a recommendation was adopted that coupler
manufacturers use a key 5 by Ij^ inches as a gage
in order to secure correctness and uniformity in the
size of the key slot.

In 1911 design of key slot in coupler shank was
changed.

Front and Back Stop. — In 1905, that front and back
stops with rivet holes 15-16 inch in diameter be spaced,

® — iy

-^5 — (H-<>

?

o — (M-<>

<>

O B

<>— <>

O

?5*

'4

_L

Mo/es corei^ jl'

Holes coreel }^"

as shown herewith, was adopted as recommended prac-
tice Ad\fanced to standard in 1907.

Spacing Between Coltler Horn and Buffer Beam. —
In 1905, that the spacing between coupler horn and
buffer beam be 1-14 inches for all spring gear, and 2^4
inches for all friction gear, was adopted as recom-
mended practice. Advanced to standard in 1907.

Automatic Car Coupler Contour Line and Limit Gages

(M. C. E. Standard). Figs. 2712-13. Standard con-
tour line was announced by E.xecutive Committee
under instructions from the Association, April S,
1888. Limit gages for preserving standard contour
line adopted in 1891.

These gages, properly proven by master gages, may
be procured from Pratt & Whitney Company, of
Hartford, Conn. A duplicate set of master gages is
held in the office of the Secretary for reference when
desired.

In 1899 the contour line showing the length of the
guard arm was extended about 1 inch.

In 1899 the M. C. B. standard limit gage for new
couplers was changed by moving the screw to a new
position.

In 1902 the contour gage was strengthened by the
use of a solid web in the weak part of the frame,
and part of the outside flange increased to >4 inch m
thickness. The handhold was also reduced in size
to give greater strength.

In 1903 the contour line of the M. C. B. coupler
was changed as now shown on the drawing.

In 1904 the coupler and knuckle limit gages were
changed to conform to the contour lines adopted in
1903 and to have raised figures "1904" cast on them.

Automatic Car Coupler Guard Arm (M. C. B. Stand-
ard.) In 1899 the vertical dimensions of the end of
guard arm was fixed at 7^4 inches as a minimum.

Automatic Car Coupler Head (IVl. C. B. Standard).
In 1899 the recommendation of the coupler com-
mittee that the horizontal plane containing the axis
of the shank of the coupler bisect the vertical
dimensions of the knuckle and end of guard arm
was adopted as a standard of the Association.
In 1908 the following note was added :
That all new types of couplers put on the mar-
ket after January 1, 1909, have a dimension of 9J4
inches from back of coupler horn to inside face
of knuckle, and that the face or front wall of
coupler have a minimum thickness of 1^ inches.

Temporary Standard Coupler — Head. In 1911,
by special letter ballot, the length of coupler head
from back of striking horn to coupling face of
closed knuckle was fixed at YIVa, inches for the
IVI. C. B. Temporary Standard Coupler for exist-
ing cars.

Automatic Car Coupler, Height of (M. C. B. Stand-
ard). The standard height of couplers for passenger
equipment cars is 35 inches from top of rail when
car is light. Adopted in 1890.

In 1911 the order of the Interstate Commerce Com-
mission, dated October 10, 1910, regarding the standard
height of couplers, was adopted, reading as follows :

The maximum height of drawbars for freight cars
measured perpendicularly from the level of top of
rails to the center of drawbars for standard-gage rail-
roads shall be 34j4 inches and the minimum height
of drawbars for freight cars on such standard-gage
railroads measured in the same manner, shall be 3l!/j
inches, and on narrow-gage railroads the maximum
height of drawbars for freight cars measured from
the level of tops of rails to the center of drawbars

13

AUT

CAR BUILDERS' DICTIONARY

AUT

shall be 26 inches, and the minimum height of draw-
bars for freight cars on such narrow-gage railroads,
measured in the same manner, shall be 23 inches, and
on 2-foot gage railroads the maximum height of
drawbars for freight cars measured from the level
of the tops of rails to center of drawbars shall be
17;-4 inches, and the minimum height of drawbars
for freight cars on such 2-foot gage railroads, meas-
ured in the same manner, shall be 145^2 inches.

Adjusting Height of Couplers. — (M. C. B. Standard).
In 1896 it was decided that in adjusting the height of
couplers to meet the requirements of the United
States law fixing the height from the top of rail to
center of coupler for standard gage cars in inter-
state traffic, cars should be adjusted when empty, as
far as possible. In order to justify a bill for work
done under the Rules of Interchange, an empty car
should be adjusted to 34^ inches, or within J4 inch
thereof, and when it is necessary to alter a loaded car
it should be adjusted to SSyi inches or within 54 inch
thereof, or as near as possible to such height as will
bring it to 34^4 inches when the car is unloaded.

In 1901 this was changed from Recommended Prac-
tice to Standard, as a result of letter ballot.

This standard conforms to the order of the Inter-
state Commerce Commission dated October 10, 1910.

Automatic Car Coupler Knuckle. See Knuckle.

Automatic Car Coupler Knuckle Lock Lift. See

Coupler Lock Lifter.

Automatic Car Coupler, M. C. B. Standard Specification.

In 1899 specifications and tests for M. C. B. auto-
matic couplers were adopted as Recommended Prac-
tice. In 1903 they were revised.

In 190S they were revised and adopted as Standard.
Revised 1909.

In 1911 the word "coupler" was defined to include
the bar and contained parts within the head.

In 1911 the manufacturer's mark was required on
head of knuckle pin.

In 1912 the specifications were changed to permit of
an underneath unlocking device operating with an up-
ward movement.

For drop testing machine and details, see Figs. 2731-
2744.

The couplers furnished under this specification must
be made of steel in accordance with the best foundry
methods and must not be painted. The word "coup-
lers," as here used, includes the bar itself and- the
contained parts within the head, such as locks, knuckle
throws, etc.

1. Couplers will be subject to the inspection and
test of the above named company as to their mechan-
ical workings, general condition and strength. The
tests and inspection will be made at the place of manu-
facture, where assistance and labor necessary to make
satisfactory and prompt inspection and shipment must
be furnished free by the manufacturer. The testing
machine and gauges approved by the M. C. B. Asso-
ciation must be used in the test and inspection of
couplers.

2. Couplers will be ordered as far as practicable in
lots of one thousand; for each one thousand ordered
the manufacturer shall furnish 1,014 and six additional
knuckle pivot pins, and in the event of additional
couplers or knuckle pivot pins being required to carry
out the prescribed tests, they shall be furnished free
of cost by the manufacturers.

3. Bars, knuckles, locking pins or blocks and

knuckle pivot pins must be accurately made to gauges
furnished by the manufacturer. These gauges must
govern all dimensions representing fitting surfaces,
thereby insuring absolute interchangeability and free-
dom of motion between the assembled parts without
further adjustment or machining. When assembled,
knuckles and locking pins or blocks must work freely,
but the lost motion between knuckles and bars must
not permit more than }i inch vertical play, or between
knuckles and locks must not permit the knuckle to
drop forward beyond the proper contour line, but J4
or ^ of an inch lost motion in opposite direction is
desirable.

4. Couplers must conform to M. C. B. standard
drawings and contour lines and must have a lock set
within the head of the coupler; they must be so de-
signed as not to part when the knuckle pin is removed
or broken. They must couple and uncouple with each
other (with either or both knuckles open) and also
with the master or sample coupler; they should lock
easily when the knuckle is pushed in by hand. They
must have steel pivot pins 1^ inches in diameter of
sufficient length to permit applying a f^-inch cotter
pin through the pin below the coupler lug, and in
every way conforming to the requirements as stated
in the specifications for knuckle pivot pins.

The lock lift must be in the central longitudinal ver-
tical plane of the coupler, located between the vertical
plane of the striking horn and contour lines, and must
operate either from the top or bottom by an upward
movement. The total lift of locking pin shall not be
more than 6 inches.

5. Bars and knuckles shall not be accepted if dis-
torted by improperly matched flasks or any other de-
fects due to molding. They must be free from injuri-
ous shrinkage cracks, flaws, checks, sand, sand holes
or blow holes. The holes for pivot pins in lugs of
bars and knuckles should be drilled or, if cored, must
be broached out, and must not be more than 1-32 inch
larger than pin, and the rivet holes in the butts must
be drilled, or if cored, must be broached out. The
holes must be parallel to the face of the bar or knuckle
and at right angles to the axis of bar or knuckle. As
many bars and knuckles as possible must be cast from
the same heat of steel. All parts must be well an-
nealed throughout.

6. The pulling and contact faces of coupler and
knuckle must be clean, smooth and at right angles to
axis of the bar. The dimensions, of butt and shank
must be within the limits of variation shown by the
M. C. B. Standard drawings and inspectors' gauges.

7. The name of coupler must be legibly cast on the
top side of head of the bar. Each knuckle and each
drawbar must bear a serial number legibly stamped
or cast upon it. The knuckle must also bear the name
of the coupler and the manufacturer's name or identi-
fication mark legibly cast or stamped at some point
where it will not be worn off.

Knuckle pins must bear the manufacturer's mark on
head of pin.

8. Every coupler and knuckle made to comply with
these specifications must have a slightly raised plate
or flat surface cast upon the head in plain view, where
it will not be subject to wear. After a lot of complete
couplers have successfully passed the inspection and
tests prescribed below, the letters M. C. B. must be
legibly stamped upon the plate on each coupler and
knuckle; this mark to be evidence that the complete
coupler is an M. C. B. standard.

14

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CAR BUILDERS' DICTIONARY

AUT

INSPECTION.

1. The couplers, after having been thoroughly in-
spected by the manufacturer to see that they meet the
requirements as to interchangeability, soundness and
dimensions of parts, etc., herein specified, should be
arranged in lots of 101 and 102, so as to provide for the
necessary 1,014 couplers and, where possible, care
should be taken to put all couplers of the same heat
number or numbers in the same lot or lots. The in-
spector shall then inspect and gauge each -coupler as
to its compliance with drawing sizes, and for surface
defects and proper contour lines. Any irregularities
or swollen parts on the working or bearing faces must
be ground or chipped off before the couplers are ac-
cepted. Standard M. C. B. gauges must be used in
gauging all parts for which gauges are provided.

After this inspection the inspector shall select one
complete coupler taken at random from each of the
lots as provided for above and subject them to test
No. 1, hereafter specified. If the coupler fails to stand
the prescribed tests but, before failing, stands a suffi-
cient number of blows to make a retest admissible, a
second coupler shall be taken from the same lot from
which the first coupler was taken. If it stands the
test, that lot of couplers shall be accepted as far as
test No. 1 is concerned; otherwise that lot of couplers
shall be rejected and another lot substituted and tested
in the same way.

If the lot of 1,000 couplers is accepted on previous
test, the inspector shall take at random from the ac-
cepted couplers, five pivot pins, and from the extra
six pivot pins, one, making a total of six, which shall
be subjected to the requirements of the specifications
for knuckle pivot pins. If these pins pass the required
inspection and tests, the couplers complete may be
accepted. If the pins do not pass the inspection and
tests prescribed in the specifications for knuckle pivot
pins, the manufacturer will be required to present a
new lot of 1,000 pivot pins, which shall be tested in
accordance with the requirements of the specifications
for knuckle pivot pins. If these are accepted, then the
manufacturer will be required to remove all of the
former lots of pins in the couplers otherwise accept-
able, and substitute the lot of pins which has been
accepted.

2. From each 1,004 couplers accepted by test No. 1,
four complete couplers shall be selected by thij in-
spector, two of which shall be subjected to test No. 2,
one to test No. 3 and one to test No. 4 hereafter speci-
fied. If any coupler fails to stand the prescribed test,
but before failing stands a sufficient number of blows
to make a retest admissible, a second coupler shall
be taken from the same lot or lots from which the first
was taken. For instance, if the coupler selected for
test No. 3 has been taken from the fourth 100 couplers
and the failure allows a retest, a second coupler shall
be taken from the fourth 100 couplers. If it stands
the test, that lot of 1,000 couplers shall be accepted as
far as that test is concerned, otherwise that lot shall
be rejected and another lot of 1,000 couplers substi-
tuted. Any part of any coupler which has been sub-
jected to test is condemned for service.

physical tests.
Test No. 1. — Striking Test on Closed Knuckle of
Complete Coupler. — As a preliminary, the coupler must
be marked on bottom of butt with a center-punched
line parallel to axis of shank, this line to extend to the
inner face of knuckle (see Fig. 1); the coupler must
then be rigidly fixed in the machine in a vertical posi-
tion, with the axis of coupler in the center line of drop,

the pivot pin hole parallel to line through center of
legs of the machine and the butt blocked solidly on
the anvil to prevent lateral motion by means of steel
fillers and wedges, the latter sledged down tight and
this sledging repeated after each blow. The heights
of support from bottom of butt end should not be
greater than 19^ inches.

Blows to be struck directly on knuckle.

Three blows of 1,640 pounds falling five (5) feet.

Three blows of 1,640 pounds falling ten (10) feet.

The coupler shall be considered as having failed to
stand this test if it is broken before it has received
three blows at S feet and three blows at 10 feet, or if
any cracks appear more than one inch long or open
more than 1-16 inch, or the center-punched line meas-
ured at contour is distorted more than 1% inches after
having received three blows at 10 feet, or if the knuckle
is closed more than }i of an inch from its original
position when pulled out against the lock by hand after
receiving three blows at S feet, or if the knuckle will
not open, or if the locking device is inoperative after
test. For measuring axial distortion and knuckle
closure, see Figs. 1 and 2. Should the coupler before
failing stand three blows at S feet and one blow at
10 feet, another complete coupler shall be provided
and tested as per Section 2 under "inspection" gov-
erning retest.

Test No. 2. — Face Test. — As a preliminary, pivot pin,
knuckle and locking device having been removed, the
coupler must be marked on bottom with a center-
punched line (see points 1, 2 and 3 in Figs. 3 and 4)
parallel to axis of shank and extending to the contour
face. Center-punched marks must also be placed at
the end of guard arm and on the lug (see Fig. 3). The
base-block casting having been placed in the drop-test
machine, the coupler must be set in the casting in a
vertical position. The bolts must be drawn tight
against the sides of the coupler shank and must be so
adjusted that the central vertical plane of coupler
shank parallel to the axis is 2 1-16 inches from line
through centers of legs of machine. Wedges and fillers
must be placed between bottom of coupler shank and
sloping wall of hole in base-block casting and sledged
down tight, the top of coupler shank to bear directly
on vertical wall of hole in base-block casting. The
striking horn of coupler must rest firmly on top of
base-block and the butt end must be so lined up as to
have a solid bearing on the anvil. The bolts must
be tightened and the sledging repeated after each blow.
The wedging block, after having been gauged to see
that its contour line is correct, must be so placed in
the coupler head as to have a bearing on lugs and
guard arm, and must be readjusted after each blow.

Blows to be struck on wedging block:

Three blows of 1,640 pounds falling five (S) feet.

Two blows of 1,640 pounds falling ten (10) feet.

The coupler shall be considered as having failed to
stand this test if it is broken before it has received
three blows at 5 feet and two blows at 10 feet, or if
any crack appears more than one inch long or open
more than 1-16 inch, or if the center-punched line is
distorted more than 7-16 inch for 5 by 7 inch shank
or 9-16 inch for S by 5 inch shank coupler, or if the
distance between center-punched marks on bottom of
head has widened more than 54 inch. For method of
measuring these distortions see Figs. 3 and 4. Should
the coupler, before failing, stand three blows at 5 feet
another coupler shall be provided and tested as per
Section 2 under "inspection" governing retest.

Test No. 3. — Jerk Test of Complete Couplers. — One

15

AUT

CAR BUILDERS' DICTIONARY

AUT

coupler shall be placed in an inverted position in the
yoke forging of test machine and equalizer bar placed
so as to rest level, one end in the closed knuckle, the
other resting central on the spring follower cap. The
weight must strike the equalizer bar midway between
the center line of coupler and the center line of the spring
follower cap.

Three blows of 1,640 pounds falling five (S) feet.

Three blows of 1,640 pounds falling ten (10) feet.

A coupler shall be considered as having failed to
stand this test if it is broken before it has received
three blows at S feet and three blows at 10 feet, or if
cracks appear more than one inch long or open more
than 1-16 inch, or if the knuckle is open more than ^
inch from its original position after third blow at 10
feet, or if the equalizer bar will not stay in place when
struck, or if the knuckle will not open, or if the lock-
ing device is inoperative after receiving the full test.
Should the coupler fail to stand the prescribed test,
but stand three blows at 5 feet and one blow at 10 feet,
another complete coupler shall be provided and tested

knuckle will not open, or if the locking device is in-
operative after the test. Should the coupler fail to
stand the prescribed test, but before failing stand a
pull of 100,000 pounds, another complete coupler shall
be provided and tested as per Section 2 under "inspec-
tion" governing retest.

10. The final failure of any part to meet test shall
not condemn the complete coupler but only that part
which fails, and such part in all couplers presented
shall be replaced, after which the test shall be pro-
ceeded with, using new couplers, as if no part of the
test had been made.

SPECIFICATIONS FOR SEPARATE KNUCKLES STANDARD.

In 1904, specifications were adopted as Recom-
mended Practice for separate knuckles, and in 1907
advanced to standard, as follows :

The knuckles furnished under this specification must
be made of steel in accordance with the best foundry
methods and must not be painted.

1. Knuckles will be subject to the inspection and

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as per Section 2 under "inspection" governing retest.
Test No. 4. — Pulling Test of Complete Coupler. —
One complete coupler shall be supported in the ma-
chine by yoke forgings and locked as in running posi-
tion to a dummy, the axes of the coupler and dummy
to be in the same straight line. The dummy must have
the contour lines of an M. C. B. coupler, with the
exception of the guard arm, which may be omitted.
The coupler must stand a steady pull of 150,000 pounds.
A coupler shall be considered as having failed to stand
this test if it is broken before it has been pulled the
prescribed number of pounds, or if any cracks appear
more than one inch long or open more than 1-16 inch,
or if the knuckle has opened more than -^ inch from
the original position when pulled out against the lock.
The measurement of the knuckle opening must be ob-
tained after the pressure is released. The coupler shall
be considered as having failed to stand this test if it
slips apart from the dummy in the machine, or if the

test of the above named company as to their general
condition and strength. The tests and inspection will
be made at the place of manufacture, where assistance
and labor necessary to make satisfactory and prompt
inspection and shipment must be furnished free by the
manufacturer. The testing machine and gauges ap-
proved by the M. C. B. Association must be used in
the test and inspection of knuckles.

2. Knuckles will be ordered as far as practicable in
lots of 100; for each 100 ordered the manufacturer shall
furnish 102, and in the event of additional knuckles
being required to carry out the prescribed tests, they
shall be furnished free of cost by the manufacturers.

3. Knuckles must be accurately made to gages fur-
nished by the manufacturer. These gauges must gov-
ern all dimensions representing fitting surfaces, thereby
insuring absolute interchangeability without machining.

4. Knuckles shall not be accepted if distorted by
improperly matched flasks or any other defects due to

16

AUT

CAR BUILDERS' DICTIONARY

AUT

molding. They must be free from injurious shrinkage
cracks, flaws, checks, sand, sand holes or blow holes.
The holes for pivot pins in knuckles should be drilled
or, if cored, must be broached out, and must not be
more than 1-32 inch larger than l-J/^-inch diameter
pivot pin. The holes must be parallel to the face of
• the knuckle, and at right angles to the axis of knuckle.
As many knuckles as possible must be cast from the
same heat of steel. All parts must be well annealed
throughout.

5. The pulling and contact faces of knuckle must
be clean and smooth.

6. Each knuckle must bear the name of the coupler,
a serial number and the manufacturer's name or iden-
tification mark legibly cast at some point where it will
not be subject to wear.

7. Every knuckle made to comply with these speci-
fications must have a slightly raised plate or flat sur-
face cast upon the head in plain view, where it will
not be subject to wear. After a lot of knuckles have
successfully passed the inspection and tests prescribed
below, the letters M. C. B. must be legibly stamped
upon the plate on each knuckle; this mark to be evi-
dence that the knuckle is an M. C. B. standard.

INSPECTION.

The knuckles, after having been thoroughly in-
spected by the manufacturer to see that they meet the
requirements as , to interchangeability, soundness and
dimensions of parts, etc., herein specified, should be
arranged in lots of 102 and, where possible, care should
be taken to put all knuckles of the same heat number
or numbers in the same lot or lots. The inspector
shall then inspect and gauge each knuckle as to its
compliance with drawing sizes, and for surface defects
and proper contour lines. Any irregularities or swollen
parts on the working or bearing faces must be ground
or chipped ofif before the knuckles are accepted.

After this inspection the inspector shall select two
knuckles taken at random from the lot or lots as pro-
vided for above, and subject one of them to Test No.
1 and the other to Test No. 2, hereafter specified. If
one of these knuckles fails to stand prescribed Test
No. 1, but before failing, stands a sufficient number of
blows to make retest admissible, another knuckle shall
be taken from the same lot from which the first
knuckles were taken. If it stands the test, that lot of
knuckles shall be accepted as far as Test No. 1 is
concerned; otherwise that lot of knuckles shall be re-
jected and another .lot substituted and tested in the
same way.

The other knuckle selected by the inspector shall
be subjected to Test No. 2. If this knuckle fails to
stand prescribed Test No. 2, hereafter specified, but
before failing, stands a sufficient number of blows to
make a retest admissible, another knuckle shall be
taken from the same lot from which the first knuckles
were taken. If it stands the test, that lot of knuckles
shall be accepted; otherwise that lot of knuckles shall
be rejected and another lot substituted and tested in
the same way.

PHYSICAL TEST.

Test No. 1. Striking Test.
The striking test back block and knuckle supports
are placed in the housing against the back and sides,
the knuckle dropped in between the supports and held
by inserting the pin through the holes in the knuckle
supports. The knuckle is then adjusted by means of
liners between the back block and the knuckle sup-
ports, and between the knuckle supports and the hous-

ing. The striking block is then placed in the housing
casting resting upon the knuckle. A fitting piece made
to suit the type of knuckle is slipped in position be-
tween the tail and housing casting so that the striking
face of the knuckle is in a horizontal position.

Blows to be struck on striking block through which
they are transmitted to knuckle.

Three blows of 1,640 pounds falling four (4) feet.

Three blows of 1,640 pounds falling eight (8) feet.

The knuckle shall be considered as having failed to
stand this test if it is broken before it has received
three blows at 4 feet and three blows at 8 feet, or if
any cracks appear more than 1 inch long or open
more than 1-16 inch. Should the knuckle before failing
stand three blows at 4 feet and one blow at 8 feet,
another knuckle shall be provided and tested as per
Section 7 governing retest.

Test No. 2. Jerk Test.

The jerk test back block and knuckle supports are
placed in the housing against the back and sides, the
knuckle dropped in between the supports and held by
inserting the pin through the hole in the knuckle sup-
ports. The knuckle is then adjusted by means of liners
between the back block and the knuckle supports, and
between the knuckle supports and the housing. The
striking block is then inserted resting on the inner
face of the knuckle, and a block of suitable size in-
serted between the tail of the knuckle and striking
block so that the striking face of the knuckle is in a
horizontal position.

If preferred by manufacturers, an old coupler and
lock of the same kind, in which the knuckle fits prop-
erly, and which may be suitably reinforced in order to
endure as many tests as possible, may be used in place
of the supporting casting for this test.

Blows to be struck on the striking block through
which they are transmitted to the knuckle.

Three blows of 1,640 pounds falling three (3) feet.

Two blows of 1,640 pounds falling six (6) feet.

The knuckle shall be considered as having failed to
stand this test if it is broken before it has received
three blows at 3 feet and two blows at 6 feet, or if
any cracks appear more than 1 inch long or open more
than 1-16 inch. Should the knuckle before failing stand
three blows at 3 feet, another knuckle shall be provided
and tested as per Section 7 governing retest.

SPECIFICATIONS FOR KNUCKLE PIVOT PINS — STANDARD.

In 1907 the following specifications for Knuckle
Pivot Pins were adopted as Recommended Practice,
and made Standard 1909:

In 1911 the manufacturer's mark was required on
head of knuckle pin.

"All knuckle pivot pins ordered under these specifi-
cations must be made from open-hearth steel properly
forged and then annealed, must not be painted and
must have manufacturer's mark on head of pin.

"1. Knuckle pivot pins will be subject to the inspec-
tion and test of the above-named company as to their
general condition and strength. The test and inspec-
tion will be preferably made at the place of manu-
facture, where assistance and labor necessary to make
satisfactory and prompt inspection and shipment must
be furnished free by the manufacturer. The testing
machine, approved by the M. C. B. Association, must
be used in the test of knuckle pivot pins.

"2. Knuckle pivot pins will be ordered as far as
practicable in lots of SOO; for each lot ordered the
manufacturer shall furnish three extra pins, and in the
event of additional pins being required to carry out

17

AUT

CAR BUILDERS' DICTIONARY

AUX

the prescribed tests, they shall be furnished free of
cost by the manufacturer.

"3. All pins must not be more than 1 41-64 inches
or less than 1 39-64 inches in diameter, determined by
a suitable gauge, and must not vary more than J^ inch
above or below the proper length. The lower end of
the pin must be cut off square and have at least 54"!"'^^
bevel or chamfer. The cotter-pin hole to be properly
drilled for 5^8-inch cotter. The head must be well
formed, and pins which are not straight and true and
those which have blisters or surface defects of any
kind will be rejected.

INSPECTION.

"Knuckle pivot pins, after having been thoroughly
inspected by the manufacturer to see that they meet
the requirements as to interchangeability, soundness,
dimensions of parts, etc., herein specified, should be
arranged in lots of 503. The inspector shall then in-
spect and gauge each pin as to its compliance with
drawing sizes and for surface defects.

"After this inspection the inspector shall select three
pins taken at random from each lot or lots, as pro-
vided for above, and subject them to the cross-bending
drop test as hereafter specified. If one of the pins
fails to stand the test as prescribed below, and the
other two pass, three more pins shall be selected at
random from the same lot from which the first pins
were taken; if all three of these pins stand the pre-
scribed test, that lot of pins shall be accepted, other-
wise that lot of pins shall be rejected, and another lot
substituted and tested in the same way. If two or
more pins fail to stand the test, originally, the lot
represented will be rejected without further consid-
eration.

PHYSICAL TEST.

"The cross-bending test will be made in a standard
M. C. B. drop-testing machine, the pins resting on
rounded supports, held rigidly 10 inches center to cen-
ter, to be subjected to a blow by the standard weight
of 1,640 pounds falling a height of three feet. The
blow of the weight should be transmitted to the speci-
men by a block having a round lower edge resting on
the specimen. The radius of all these round edges is
to be ^ inch. All pins are to be tested cold, and must
not show any cracks or fractures. The bend must be
directly under the nose of the plunger. Pins will be
rejected if they break, or crack, or show a deflection
less than 15 degrees or greater than 35 degrees."
Automatic Car Coupler Striking Horn (M. C. B.
Standard). In 1899 the vertical height of the stop
shoulder, or horn of coupler was fixed at not less
than Syi inches.

In 1899 the recommendation of the Coupler Com-
mittee that the horn of the coupler be arranged to
touch the striking plate before the back of the head
of the coupler strikes the ends of the draft timbers,
was adopted as a standard of the Association.
Automatic Car Coupler, Uncoupling Arrangements for.

See Uncoupling Arrangements.
Automatic Car Coupler and Yoke Gages (M C. B.
Standard). Figs. 2695, 2714. In 1909 gages to in-
sure proper fitting were adopted for both the coupler
and yoke. Gage No. 1 is used on 6^-inch butt
couplers to gage rivet holes and lug for yoke fitting,
also length and height of butt. Gage No. 2 is used"
on 9^-inch butt couplers. Gage No. 3 gages the
width and height of shank and width of butt on
both 5 by 5 in. and 5 by 7 in. shank couplers. Gage
No. 4 gages the length of shank from back of striking

horn to back of butt on both 5 by S in. and 5 by 7 in.
shank couplers. Gage No. 5 gages the rivet holes
and the lips on all yokes.

Gage for Worn Couplers.— In 1899 the Coupler
Committee recommended a form of gage to define the
contour lines more fully when worn. This gage was
adopted as Recommended Practice.

In 1904 the committee on M. C. B. couplers recom-
mended a modification of the wheel defect gage, which
would make a more satisfactory worn limit coupler
gage, which was adopted by letter ballot. Modified
and adopted as Standard in 1905. Modified 1907.

Automatic Connector (Steam and Air Pipes). Figs.
1377-82. A device by means of which the steam,
air brake and signal pipes are automatically
coupled by impact. Allowance is made for vertical
and lateral movement, and arrangement is pro-
vided for interchange with cars not equipped with
the device. See Emergency Head Back-up Connec-
tion.

Automatic Lubricator. A device for feeding at regular
intervals a certain quantity of oil or lubricant to a
cylinder or some mechanism requiring lubrication.
See Lubricator.

Automatic Reducing Valve. See Reducing Valve,
Automatic.

Automatic Slack Adjuster. See Slack Adjuster.

Automatic Switch (Electric Lighting). Figs. 2274, 75,
etc. A device connected to the armature of the
generator, by which the current is automatically
turned onto the lights and batteries when the arm-
ature has reached a predetermined speed of rota-
tion and consequent voltage output.

Automatic Ventilator. Figs. 893-919. A ventilator
which is self-adjusting, so as to exhaust air from
a car if the train runs in either direction. See
Ventilator.

Automatic Window Catch. A device to hold a win-
dow sash from being shoved up or down. See
Sash Lock.

Automobile Car. Figs. 12-15, 272, 280-284. A box car
for carrying automobiles and having exceptionally
large side or end doors. See Car, M. C. B. Class
XA.

Auxiliary Belt Rail. 65a, Figs. 423-425. A strip of wood
nailed to the Belt Rail as a reinforcement.

Auxiliary Brake Equalizing Lever (Six-Wheel Truck).
A short lever to which the brake lever connecting
rod is fastened, and which divides the power equally
between the center pair of wheels and the outside
pair of wheels.

Auxiliary Compression Beam Brace. 164b, Figs. 423-25.
The same as a Center Compression Beam Brace.

Auxiliary Contactor (Motor Cars). Fig. 2545. A
Contractor applied to a control system to open and
close the main motor circuits at a point remote from
the platform controller, thus eliminating heavy arcing
in the controller. See Fig 2549 for a single jaw line
switch of the unit-switch type for use with auxiliary
contactor equipments.

Auxiliary Reservoir. A, Figs. 281-288, 1270, 1294, etc.
A cylindrical reservoir attached to the under side of a
car or tender. It serves to hold a supply of compressed
air to operate the brakes of each car, and is supplied
from the main reservoir on the engine through the
brake pipe.

18

AUX

CAR BUILDERS' DICTIONARY

AXL

Auxiliary Reservoir Hanger. A support for the reservoir.
Axle. See below and also Car Axle.
Axle (M. C. B. Standard). Fig. 2693. In 1899 it
was decided that the standard axles should be known
by letters.
In 1901 a designation was given the standard axles,
whereby each shall be known to carry a definite weight in-
stead of for cars of particular capacity.

Axle. — A. With journals, 3J4 by 7 inches. Designed to
carry 15,000 pounds.

This axle is the standard of the Association for cars of
40,000 pounds capacity.

In 1873 a standard for car axle was recommended, the
form and dimensions of which, excepting the diameter in
the middle, were substantially the same as shown in this
sheet. In 1884 the diameter at the middle was increased
from 3% inches to 4J4 inches, by letter ballot.

In 1901 the diameter of wheel seat was changed from
474 to Sys inches.

In 1901 a notation was added to the drawing of this axle
showing a straight taper between certain points on the
axle; also a diagram showing location of borings to be
taken from steel axles for analysis.

In 1902 further changes were made in the diameter of the
tapered portion where it joins the fillet next to the rough
collar; also in the diameter of the rough collar.

In 1907 the radius between the wheel seat and the rough
collar on the inside of the hub of the wheel was changed
to J4 inch, with the center from which the radius is struck
coincident with the inside face of the hub of the wheel.

The radius between the dust guard and wheel seat was
changed to % inch.

Axle — B. With journals, 4^4 by 8 inches. Designed to
carry 22,000 pounds.

This axle was adopted as a standard of the Association
for cars of 60,000 pounds capacity, by letter ballot, in 1889.

In 1901 the diameter of wheel seat was changed from 5}i
inches to 5}i inches.

In 1901 a notation was added to the drawing of this axle,
showing a straight taper between certain points on the axle ;
also a diagram showing location of borings to be taken
from steel axles for analysis.

In 1901 the diameter of the middle was increased from
45^ inches to 4^4 inches.

In 1902 changes were made in the diameter of the
tapered portion of the axle where it joins the fillet next to
collar.

In 1907 the radius between the wheel seat and the rough
collar on the inside of the hub of the wheel was changed
to 54 inch, with the center from which the radius is struck
coincident with the inside face of the hub of the wheel.

The radius between the dust guard and wheel seat was
changed to J4 inch.

In 1910 the radius of dust-guard fillet was increased from
14 inch to y^ inch, and the wheel seat fillet from }i inch to
^ inch.

Axle. — C. With journals, S by 9 inches. Designed to
carry 31,000 pounds.

This axle was adopted as recommended practice in 1896,
and was made a standard of the Association in 1898.

In 1901 the diameter of wheel seat was changed from
6}i inches to 6^ inches.

In 1901 a notation was added to the drawing of this axle
showing a straight taper between certain points on the axle;
also a diagram showing the location of borings to be taken
from steel axles for analysis.

In 1902 changes were made in the diameter of the tapered
portion of the axle where it joins the fillet next to collar ;
also in the diameter of the rough collar.

In 1907 the radius between the wheel seat and the rough
collar on the inside of the hub of the wheel was changed
to J4 inch, with the center from which the radius is struck
coincident with the inside face of the hub of the wheel.

The radius between the dust guard and wheel seat was
changed to J4 inch.

In 1910 the radius of the dust-guard fillet was increased
from J4 inch to 54 inch.

Axle. — D. With journals, Syi by 10 inches. Designed
to carry 38,000 pounds.

This axle was adopted as a standard of the Association
in 1899.

In 1901 the diameter of wheel seat was changed from
6% inches to 7 inches.

In 1901 a notation was added to the drawing of this axle
showing a straight taper between certain points on the axle ;
also a diagram showing the location of borings to be taken
from steel axles for analysis.

In 1902 changes were made in the diameter of the tapered
portion of the axle where it joins the fillet next to collar ;
also in the diameter of the rough collar.

In 1906 a 54-inch radius was adopted between the wheel
fit and the rough collar adjoining the inside hub of the
wheel ; also the radius between the dust guard and wheel fit
was increased to J4 inch.

In 1907 the center from which the radius of 54 inch is
struck was made coincident with the inside face of the hub
of the wheel.

In 1910 the radius of the dust-guard fillet was increased
from % inch to 54 inch.
Axle (M. C. B. Recommended Practice). Fig. 2750.

Axle E. With journals 6 by 11 inches. Designed to
carry 50,000 pounds.

In 1910 an axle of the design and carrying capacity
shown in the drawing was adopted as Recommended
Practice.

Axle Collar. A rim or enlargement on the end of a
car axle, which takes the end thrust of the journal
bearing.

Axle Gages. Gages for fixing the lengths and diameters
of an axle. Were at one time standards of the
M. C. B. Association.

Axle Generator (Electric Lighting). Figs. 2270-72, 83,
86-89, 92, 93, 96-98; 2302-06, 11-13, 21, 23 and 24.
A small direct current generator usually mounted on
a car or tender truck and driven by a belt, gear, or
chain from the axle. These generators are always pro-
vided with some automatic device, forming either a
part of the machine itself or being in the form of an
auxiliary device mounted inside the car, for preserving
the polarity of the terminals or leads of the generator.
The fact that a car may run in either direction and
thereby cause rotation in either direction of the arma-
ture of the generator renders an automatic device of
this kind absolutely necessary.

Axle Guard. 51 and 60, Figs. 947, 966; Figs. 974 and 976.
A beam or bar supported by a truck frame and ex-
tending over the axles. Iron straps attached to this
beam form a support for the axle in case of breakage.
See End Axle Guard.

Axle Guard Truss. Fig. 977. A wrought iron forged
bar connecting the iron transoms of a six-wheel truck,
and carrying the middle axle guard.

Axle Lighting. See Electric Lighting.

Axle Pulley. Fig. 2320. The belt pulley mounted upon
the car axle for driving the axle generator. When a
chain is used the pulley is commonly termed a sprocket
wheel.

19

AXL

CAR BUILDERS' DICTIONARY

AXL

Axle Pulley Bushing. A bushing or sleeve, split longi-
tudinally and bored conically inside to fit the tapering
car axle and turned cylindrically outside to fit the hub
of the axle pulley.

Axle Safety Bearing (Passenger Car Trucks). The
axle guard of a truck above the axle and the axle
safety hanger below it, together forming a circle
around the axle, are sometimes called axle safety
bearing.

Axle Safety Hanger. 55 Figs. 947 and 966. A strap
connected to an axle guard and passing under the axle
to support it in case of breakage. See Axle Guard.

Axle Seat. The inside surface of the hole in a car wheel
which comes in contact with the axle, and not the
hole itself. The corresponding part of an axle is
called the wheel seat or wheel fit.

Axle Specifications (M. C. B. Recommended Prac-
tice). Figs. 2750, 2766, 2767.

SPECIFICATIONS FOR IRON AXLES.

In 1899 the following specifications, including tests
for iron axles, were adopted as Recommended Practice :

Car axles for the use of this company will be ordered
subject to the following conditions :

1. All axles must conform in shape and size to the
dimensions shown on the blue-prints, which will be fur-
nished by the R. R, Co.

2. All axles must be cut ofi^ and faced to exact lengths,
and be centered with 60 degree centers in the manner indi-
cated in blue-prints, so as to prevent lathe centers from
bottoming. Axles must tbe made of double-work fagoted
scrap, 16 per cent of new bar iron worked into the center
of the axles being allowed if desired. Axles must be well
hammered and free from any clearly defined open seams.
They must finish in the lathe with journal free from flaws
in the shape of holes, pieces shelled out, or open seams
large enough, so that with a knife blade scale or dirt can
be removed from such seams, or open seams showing a
clear opening of 1-32 inch or over, and being more than 1
inch long. The maker's name or initials must be stamped
plainly on each axle.

3. All axles are to be inspected and tested at the works

where they are made. The shall be notified

when they are ready for inspection. Under no circum-
stances shall car axles be shipped from the works where
they are made until they have been tested, inspected and
accepted by a proper representative of the company.

4. For each one hundred axles or fraction thereof or-
dered, one additional axle must be furnished for test. This
axle will be selected at random from the pile, and sub-
jected to the prescribed drop test for iron axles of its class.
If it stands the test the one hundred axles, or fractional
part thereof that it represents, will be inspected, and only
those accepted that are made in a workmanlike manner and
are free from defects mentioned in these specifications.
All axles received are subject to rejection if they do
not finish in the lathe in accordance with the requirements
herein given. The manufacturer must furnish, free of
charge, the axles that are to be tested, the testing apparatus,
and the assistance necessary to enable the inspector to
make a satisfactory inspection test. A.xles will not be ac-
cepted if the diameters fall below the dimensions for forged
sizes given in the blue-prints, or if exceeding those dimen-
sions by more than Vs inch. Car axles in the rough must
not have less than the prescribed minimum weight, nor
more than the prescribed maximum weight for axles of
their class.

AXLE DROP TEST.

5. All axles will be tested physically by drop test. The
testing machine must conform in its essential parts to the

drawings adopted by the Master Car Builders' Association.
These essential parts are : The points of supports on which
the axle rests during tests must be three (3) feet apart
from center to center; the tup must weigh 1,640 pounds;
the anvil, which is supported on springs, must weigh 17,500
pounds ; it must be free to move in a vertical direction ; the
springs upon which it rests must be twelve in number, of
the kind described on drawing, and the radius of the sup-
ports and of the striking face on the tup in the direction
of the axis of the axle must be five (5) inches. When an
axle is tested it must be so placed in the machine that the
tup will strike it midway between the ends, and it must be
turned over after the first and third blows, and when re-
quired after the fifth blow. After the first blow the de-
flection of the axle under test will be measured in the man-
ner specified below.

6. It is desired that the axles when tested as specified
above shall stand the number of blows at the heights speci-
fied in the following table without rupture, and without
exceeding, as the result of the first blow, the deflections
given :

No. Height

Axle. Blows, of Drop. Deflection.

M. C. B. 4'A by 8 inch journals... 5 21>^ feet 7% inches -

M. C. B. 5 by 9 inch journals 5 29 feet 6-h inches

M. C. B. 554 by 10 inch journals... S 36 feet 5A inches

7. Axles will be considered as having failed on drop
test and will be rejected if they rupture or fracture in any
way, or if the deflection resulting from the first blow
exceeds the following :

M. C. B. axle, 4}i by 8 inch journals. -..81 inches.

M. C. B. axles, 5 by 9 inch journals 8^^^ inches.

M. C. B. axle, 5j4 by 10 inch journals 6y'jl6 inches.

In order to measure the deflection, prepare a straight-
edge as long as the axle by reinforcing it on one side,
equally at each end, so that when it is laid on the axles the
reinforced parts will rest on the collars of the axle, and
the balance of the straight-edge not touch the axle at any
place. Next place the axle in position for test, lay the
straight-edge on it, and measure the distance from the
straight-edge to the axle at the middle point of the latter.
Then after the first blow, place the straight-edge on the
now bent axle in the same manner as before, and measure
the distance from it to that side of the axle next to the
straight-edge at the point farthest away from the latter.
The diff^erence of the two measurements is the deflection.

SPECIFICATIONS FOR STEEL AXLES.

In 1899 the following specifications, including tests for
steel axles, were adopted as Recommended Practice :

1. Axles will be ordered not less than 100 on one order.
All axles must be made and finished in a workmanlike
manner, and must be free from cracks, or seams, or flaws
which can be detected by the eye. All parts must be rough
turned, except at point "A" on the accompanying diagram.

2. All axles must be made of steel, and the material
desired have the following composition :

Carbon 0.40 per cent.

Manganese, not above 0.50 per cent.

Silicon 0.05 per cent.

Phosphorus, not above 0.05 per cent.

Sulphur, not above 0.04 per cent.

3. All axles must conform in sizes, shapes and limiting
weights to the requirements given on the order or print
sent with it. The rough turning must be done with a tool
so shaped as to leave the surface free from ridges ; and in
centering them 60-degree centers must be used with
proper clearance for lathe centers. All axles must be
legibly stamped when offered for test, on the unfinished

20

AXL

CAR BUILDERS' DICTIONARY

AXL

portion, "A" on the diagram, with the blow or heat
number and the date, and on the cylindrical portion at
center they must be stamped with the name of the maker.

Portions marked "A" to be unfinished and to have stamped
upon cither of them blozv number and date.

4. Manufacturers must notify

when they are ready to ship not less than 100 axles ; must
have all the axles made from each heat, and no others, in
a pile by themselves ; must furnish the testing machine
referred to in Section 6, and the proper appliances for
checking the dimensions and weights ; must have a car or
cars ready to receive shipment; must furnish the labor
and power necessary to enable the inspector to promptly
inspect and test ; and ship or store the axles when tests
are finished. Axles which, when offered for test, are so
rusty as to hide defects will not be considered.

5. A shipment of axles being ready for test, the inspec-
tor will first make a list of the heat numbers in the various
piles of axles offered, and the number of axles bearing
the same heat number in each pile. If he finds in any pile
a.xles bearing different heat numbers he must, before going
further, have the pile rearranged, so that only those axles
having the same heat number will be in the same pile.
Also, if he finds in any pile any axles having evidence of
changed or defaced heat numbers, or any axles having
heat numbers not clearly ligible, or any bearing heat
numbers previously rejected, he will exclude such axles
from further consideration. He will then examine the
axles in each pile or heat, as to workmanship and defects
visible to the eye, and as to whether they conform to
dimensions and directions on the order, or tracing, or in
these specifications. All axles not satisfactory in these
respects must be laid aside and will not be further consid-
ered. This being done, if less than thirty axles in any
heat are left, he will refuse to consider that heat further.
If in this inspection defects are found which the manu-
facturer can remedy while the inspector is at the works,
he may allow such defects to be cured and may count the
axles which are successfully treated in this way as a part
of the thirty above mentioned. Not less than thirty axles
from any one heat having passed the foregoing inspection,
the inspector will select from each pile or heat, one axle at
random, and subject it to the physical test prescribed for
such axles as may be under consideration. If the test axle
fails to fill the physical requirements, all the axles from
that heat of steel will be regarded as rejected, and none
of them will at any time be considered again. If the test
axle passes physical test, the inspector will draw a straight
line parallel with the axis of this test axle ten dO) inches
long, starting from one end of it, and prick-punch this
line at several points. He will then have a piece about
six (6) inches long cut off from the same axle, so as to
leave some of the prick-punch marks on each piece of the
axle. The 6-inch piece must be sent at once, properly

tagged, to The piles of axles which

have passed physical test will be allowed to remain as the
inspector leaves them, until the results of the chemical test
are known. The 6-inch piece being received at the labor-
atory, a line will be drawn from the prick-punch line above
described, through the center of the axle across the cut-off
end, and a prick-punch mark made on this line, 40 per
cent of the distance from the center to the circumference
of the axle. Borings for analysis will be taken by means
of a 5^-inch diameter drill, acting parallel to the axis of
the axle, and starting with its center in the last described
prick-punch mark. The borings will be analyzed in ac-
cordance with standard methods, and the results of analysis

will be communicated to the inspector, who will at once
proceed to the works, and reject, or accept and ship, or
mark and store, as the case may be, the axles in question.
If the analysis of any test axle shows that the steel does
not meet the chemical requirements, all of the axles of that
heat will be regarded as rejected, and none of them will at
any time be considered again. If the analysis of any test
axle shows that the steel meets the chemical requirements,
all of the axles of that heat which have passed inspection
and physical test will be regarded as accepted. The in-
spector will proceed to load and ship from the accepted
axles as many as may be required to fill the order. If, as
the result of inspection and the physical and chemical tests,
more axles are accepted than the order calls for, such
accepted axles in excess will be stamped by the inspector
with his own name, and will then be piled and allowed to
remain at the works, subject to further orders from the
purchasing agent. On receipt of further orders, axles once
accepted will, of course, not be subject to further test, but
in no case will even accepted axles be loaded and shipped
except in the presence of the inspector. In all cases the
inspector will keep an accurate record of the heat numbers,
of the number of axles in each heat which are rejected, or
stored, and will transmit this information with each report.

6. All axles will be tested physically by drop test. The
testing machine must conform in its essential parts to the
drawings adopted by the Master Car Builders' Association.
These essential parts are: The points of supports on which
the axle rests during tests must be three feet apart from
center to center; the tup must weigh 1,640 pounds; the
anvil, which is supported on springs, must weigh 17,500
pounds; it must be free to move in a vertical direction;
the springs upon which it rests must be twelve in number,
of the kind described on the drawing; and the radius of
supports and of the striking face on the tup in the direction
of the a.xis of the axle must be five (S) inches. When an
a.xle is tested it must be so placed in the machine that the
tup will strike it midway between the ends, and it must be
turned over after the first and third blows, and when
required, after the fifth blow. After the first blow, the
deflection of the axle under test will be measured in the
manner specified below.

7. It is desired that the axles, when tested under the
drop test as specified above, shall stand the number of
blows at the height specified in the following table without
rupture and without exceeding as the result of the first
blow the deflections given :

No. Height
Axle. Blows, of Drop. Deflection.

M. C. V>. 4]4 by 8 inch journals for

60.000-ponnd cars 5 34 feet 7 inches

M. C. B. 5 bv 9 inch journals for

SO.OOO-ponnd cars 5 43 " 5'4

M. C. B. 5"i bv 10 inch journals

for 100,000 pound cars 7 43 " 4 "

8. Axles will be considered as having failed on physical
test and will be rejected if they rupture or fracture in any
way. or if the deflection resulting from the first blow ex-
ceeds the following :

M. C. B. axle, 4'.4 by 8 inch journals. . 7]4 inches.
M. C. B. axle, S by 9 inch journals. . . . 614 inches.
M. C. B. axle, 5'/^ by 10 inch journals. 4]4 inches.

9. Axles will he considered to have failed on chemical
test and will be rejected if the analysis of the borings taken
as above described gives figures for the various constitu-
ents below, outside the following limits, namely:

Carbon, .below 0.35 per cent, or above O.SO per cent.

Manganese above 0.60 per cent.

Phosphorus above 0.07 per cent.

In order to measure the deflection, prepare a straight-
edge as long as the a.xle, by reinforcing it on one side.

21

AXL

CAR BUILDERS' DICTIONARY

BAR

equally at each end, so that when it is laid on the axle, the
reinforced parts will rest on the collars of the axle, and
the balance of the straight-edge not touch the axle at any-
place. Next place the axle in position for test, lay the
straight-edge on it and measure the distance from the
straight-edge to the axle at the middle point of the latter.
Then, after the first blow, place the straight-edge on the
now bent axle in the same manner as before, and measure
the distance from it to that side of the axle next to the
straight-edge at the point farthest away from the latter.
The difference in the two measurements is the deflection.
Axle System of Lighting. See Electric Lighting.

B

Babbitt Metal. "An alloy, consisting of 9 parts of tin
and 1 of copper, used for journal boxes; so called
from its inventor, Isaac Babbitt, of Boston. Some
variations have been made, and among the pub-
lished formulae are :

Copper 1 1

Antimony 1 S

Tin 10 50

Another formula substitutes zinc for antimony.

The term is commonly applied to any white alloy
for bearings, as distinguished from the box metals
or brasses in which copper predominates." — Knight.

Babbitt Metal Bearings. A style of bearing of which a
great variety of forms exist, which in effect substi-
tutes Babbitt metal in some of its many forms for
brass as a bearing surface. Lead lined bearings are
different in that they merely use a thin sheet of lead
over the brass, to correct slight irregularities and give
an even bearing surface.

Back Cylinder Head (Air Brake Cylinder). See Non-
Pressure Head.

Back Face Plate (Steel Tired Wheels). The inner one
of the two plates connecting the tire with the hub.

Back Guy (Steam Shovel). An iron rod running from
the top of the "A" frame to an anchor over the body
bolster under the boiler.

Back Seat Bottom Rail (Longitudinal Seat). A hori-
zontal wooden strip at the back edge, to which a
wooden seat bottom is attached.

Back Stop Timber. See Buffing Sub-Sill.

Back-Up Air Brake. Fig. 1385. A device on the rear
end of the train by which the brakeman can blow a
warning whistle or apply the brakes when backing up.

Back-Up Air Brake Cock. Fig. 1386. A cock which is
operated by the brakeman in applying the back-up air
brake.

Back-Up Air Signal. Fig. 1385. A warning signal
which can be operated at the rear of the train when
. backing up.

Baggage Car. Figs. 126-27, 133-34, 170, 231-32 and 387.
See Car, M. C. B. Class B. A car run in passenger
service, having wide side doors for the admittance of
baggage and with or without windows and end doors.

Baggage Car Generator. See Electric Lighting.

Baggage and Express Car. Fig. 133. See Car, M. C. B.
Class BE. A car similar to a baggage car, used for
either baggage or express matter.

Baggage Rack. See Basket Rack.

Baggage Truck. A vehicle with a frame or rack for
carrying baggage, used to move the latter by hand
about railway stations.

Bail. A curved handle of a more or less semi-circular
form for a pail, bucket, lantern or other utensil.

Baker Car Heater. Figs. 1937-47. A heater arranged
to heat water in a coil of pipe in the inside of the
stove, and cause it to circulate through a series of
pipes laid near the floor of the car. The fireproof
heater has a single coil, 30 feet in length, or a double
coil, in a flexible steel, jointless, fireproof safe, with
no apertures large enough to permit the escape of live
coals. This inner fire pot or safe is enclosed in a
flexible steel outside casing, with asbestos sheets be-
tween the safe and casing, and between the ash pit
bottom and sheet iron bottom; a safety plate covers
the feed chute at the top, and a cinder-proof door ef-
fectually closes the ash pit at the bottom. The smoke
pipe and smoke flue base may be destroyed and leave
the fire pot practically fireproof.

Balance Hanger. Fig. 975. See Brake Beam Adjust-
ing Hanger.

Balance Spring (Passenger Truck Brake Gear). Figs.
975-77. A flat spring from which the brake beam
adjusting hanger is suspended and which keeps the
brake head balanced in its proper position.

Balance Valve Pressure Regulator. A valve for auto-
matically regulating the pressure in the steam pipes in
a car-heating system.

Balanced Side Bearing Truck. See Side Bearing Truck.

Bali-Bearing Butt Hinge. A butt hinge, the washer of
which is a ball-bearing.

Bail-Bearing Center Plate. Figs. 1026, 1028. A center

plate fitted with ball-bearings to reduce the friction in

turning.
Bali-Bearing Side Bearing. A side bearing fitted with

ball-bearings to reduce the friction in curving. See

Side Bearing.

Ballast Car. Figs. 35, 37-40. See Car, M. C. B. Class
M. W. B. A car for carrying ballast for repair and
construction work, usually of either the flat or
gondola type.

Ballast Plow. Figs. 221, 225-6. See also Ballast
Spreader. A plow for removing ballast either from
cars or from the track. The plows shown in Figs.
221 and 225 are used on the tops of flat cars or gondola
cars which have side doors and are hauled over the
cars either by a locomotive and cable or a special
winding engine which takes steam from the locomo-
tive. The plow shown in Fig. 226 is for plowing and
spreading ballast from the center of the track and is
drawn by a locomotive. The plows are raised or
lowered by hand adjustment.

Ballast Spreader. Fig. 220. A flat car equipped with
wings, usually operated by compressed air, for spread-
ing ballast over the right of way after it is dumped
from the cars.

Band (for Seat Backs). More properly Seat Back
Molding.

Bar Sash Lift. A sash lift having a short horizontal
metal bar attached to two flanged studs or stanchions ;
used for the large sashes of sleeping and parlor cars.

Bar Shackle (of a Padlock). A rectangular, instead of
U-shaped, shackle.

Barrel Car. A flat car, racked so as to carry many
empty barrels. They are made long, and the racks
are very high in order to make up a carload weight.

Barrel Door Bolt. Fig. 1662. A door bolt made of a
round metal bar and held in a round tube or "barrel."

22

BAR

CAR BUILDERS' DICTIONARY

BEL

It is constructed so that when it is either engaged or
disengaged from its keeper it can be turned by a short
lever or knob and held in either position by suitable
stops.

Barrow Truck. A term sometimes used to designate a
two-wheel baggage truck.

Base Board Corner Molding. A light molding at the
junction of the base board and the floor.

Base Plate (of a Derrick or Crane). A large plate
placed on the floor of the car for supporting the mast.
Another method of support is by mast pocket.

Base Washer (Passenger Equipment Car Platform
Posts). A metal ring or plate, which forms a bearing
for the post on the platform end timber.

Basin. Figs. 1614-16, 1619, 1622-3. A hollow vessel
made of porcelain or metal, and in cars usually fixed
in a suitable stand with pipes and other attachments
for filling it with water and emptying it. Such basins
are used as lavatories in sleeping and other passenger
cars. They are emptied at the bottom through a pipe
connected to the basin by a basin coupling, or basin
bushing, which is closed by a basin plug. The basin
plug is attached to a basin chain, which again is fast-
ened to a stanchion called the basin chain holder. For
standard postal car basin see Fig. 1712. See also
Folding Lavatory.

Basin Bushing and Plug. Figs. 1587, 1589. See Basin.

Basin Plug. Figs. 1587-88. See Basin.

Basin Pump. Figs. 1611, 1612. A pump of peculiar
construction for supplying the basin of sleeping and
parlor cars from the tank carried under the slab. It is
called single or double acting, according as the upward
stroke only, or both the upward and downward strokes,
eject water. Double acting is most used. The use of
basin pumps has been practically discontinued on
standard sleeping cars, the water being carried in
tanks under the car and forced through the pipes by
compressed air. They are still in general use, how-
ever, on tourist sleeping cars, chair cars and many
day coaches.

Basin Valve. 5, Fig. 1616. See Basin. The valve
which allows the water to escape from the basin is
usually in the form of a plug or Waste Cock.

Basket Rack (British, Parcel Net). 17, Fig. 1450; Figs.
1700-10. A receptacle made of metal ends and rods,
or a combination of rods and wire netting for holding
parcels and hand baggage. They are attached to the
sides of passenger cars, above the heads of the pas-
sengers, so as to be out of the way. Continuous
basket racks extend the full length of the car, and are
increasing in favor.

Basket Rack Bracket. 18, Fig. 1450. A light metal
support for the end or center of a basket rack.

Basket Rack Netting. Wire netting with very large
meshes, which forms the bottom or back of a basket
rack.

Basket Rack Rod. Small round metal bars which
form the main portion of a basket rack, and to which
the netting, when used, is fastened.

Batten. "A piece of board or scantling of a few inches
in breadth." — Webster.

Battery. See Storage Battery.

Bayonet Catch. A general term derived from the man-
ner of fastening on a bayonet to a gun, applied to the
mode used in many forms of hardware and mechanical
construction for connecting separate parts so as to be

firmly united and yet easily removable. Many lamps
are held in place by a form of bayonet catch.

Bead. "A small salient molding of semi-circular sec-
tion. Also the strips on the sash frame which form
a guide for the sash. These beads are known as the
inside bead, outside bead and parting bead." — Knight.
The terra is frequently applied to any form of small,
light molding of simple outline.

Beam. "The term beam is generally applied to any
piece of material of considerable scantling, whether
subject to transverse strain or not; as, for example,
'collar beam,' 'tie beam,' 'Brestsummer beam,' the two
former being subject to longitudinal strains of com-
pression and tension, respectively, and the latter to
transverse strain." — Stoney.

"Any large piece of timber, large in proportion to
its thickness and squared or hewed for use." — Webster.

A bar of metal of similar proportions is also called
a beam.

"A bar supported at two points and loaded in a
direction perpendicular or oblique to its length is
called a beam." — Rankine.

By analogy the term has of late years come to be
applied to similar pieces or bars of iron and steel.
Thus we have iron I-Beams and Deck Beams to take
the place of wooden beams in structures. The term is
also used to designate such things as the beam of a
balance or scales, a plow beam, the walking-beam of
a steam engine, brake beam, etc.

Bearing. That which supports or rests on something,
and is in contact with it. Thus a block or stone on
which the end of a timber rests is called a bearing.
The metal block or bushing in contact with a jour-
nal is called a bearing.

For M. C. B. Standard journal bearing see Figs.
2678, 2682, 2685, 2688.

Bearing Casting (Tip Cars). A casting, one of a pair,
attached to either the car body or to the truck which
supports the car body and its loads. In tip cars it
is pivoted or hinged so as to permit the body to tip
or rock laterally and to thus discharge its load.

Bearings, Journal. See Journal Boxes and Details.

Bell Cord. See Signal Cord.

Bell Crank. An L-shaped rectangular lever, often with
the two extremities connected so as to be of trian-
gular form, for changing the direction of motion by
90 degrees, more or less.

(Hand Car.) A crank attached to the propelling
lever shaft, giving more favorable direction to the
power applied to the levers.

Bell Rope. See Signal Cord.

Belt Aligning Device (Electric Lighting). Mechanism
consisting of screws and slip collars for adjusting the
alignment of the belt, by shifting the generator so
that its pulley shall be in the same vertical plane with
the axle pulley.

Belt Molding. A molding passing entirely around the
interior of a passenger car directly above the windows.

Belt Rail. 49 and 50, Figs. 285-88; 49, Fig. 368; 49a and
49c, Figs. 374-375; 30, Fig. 410; 65, Figs. 423-25;
Fig. 495. A part of a passenger or street car frame
below the windows on the outside, extending the
whole length of the car body and attached to each
post. It is usually framed into the posts and, sup-
ports the window sills. The Upper Belt Rail is a
similar strip directly above the window. See Auxil-
iary Belt Rail.

23

BEL

CAR BUILDERS' DICTIONARY

BER

Belt Rail Cap. 81, Figs. 423-425. A strip of wood
nailed to the top of a belt rail, and forming a seat
for the window sill.

Belt Rail Stiflener. Fig. 495. A reinforcing member
riveted to a belt rail in steel passenger cars.

Belt Tension. Mechanism consisting of springs, rods
and nuts for adjusting and maintaining the tension
of a belt used for driving an axle generator.

Bench Cap. Transverse timbers resting upon the side
sills of a coal or ore car, to tie the sills together
and prevent spreading, and also to support the
doors or winding shaft about which the winding
shaft chain is wound.

Berth. Fig. 1456; 1, 2, Figs. 1458 and 1459. A bed in a
sleeping car; also, the shelf or support on which
the bed rests. There are two such beds in the
space occupied by two double seats, which is called
a section. The lower berth is made up on the seats
and the upper one on a shelf, which can be raised
or folded up out of the way in daytime.

Berth Arm. A Berth Brace.

Berth Brace. A metal rod, chain, or wire rope some-
times attached to the side and near the top of a
sleeping car, and at the other end to the outer edge
of a berth, which is supported by the brace. In the
later designs it is done away with, the berth being
supported by the berth chain.

Berth Brace Eye. A metal plate with suitable lugs for
fastening the brace to the top of the car or to the
berth.

Berth Bracket. A bracket on which an upper berth of
a sleeping car rests when lowered.

Berth Chain. 25, Figs. 1458, 1459; C, Fig. 1472. A
chain passing from the berth spring through the
overhead pulley and to the corner of the upper
berth to support it. The berth spring is attached
to the chain to counteract the weight of the berth.
The berth chain does the service of the berth
spring rope and berth brace.

Berth Chain Pulley. 24, Figs. 1458, 1459, Fig. 1472. A
pulley attached to the roof of a sleeping car, over
which a berth chain runs.

Berth Curtain. 17, Figs. 1458, 1459. A curtain hung
in front of a sleeping car section to afiford privacy
to occupants. A single curtain covers both berths,
and is hung from the berth curtain rod.

Berth Curtain Hook. Figs. 1467, 1469. A metal hook
attached to a berth curtain, and by which the latter
is hung on a rod above the berths; usually covered
with leather to prevent rattling.

Berth Curtain Pole. See Berth Curtain Rod.

Berth Curtain Rod. 16, Figs. 1458, 1459. A rod usually
made of metal tubing, fastened above a section of
a sleeping car to support the berth curtains. They
are now made in sections, supported by folding
brackets, and swing into the upper-berth out of sight,
except when berths are made up. See Berth Cur-
tain Rod Bracket.

Berth Curtain Rod Bolt. A small vertical bolt, usually
tipped with an ornament fastening the curtain rod
in the coupling on the bracket.

Berth Curtain Rod Bracket. IS, Figs. 1458, 1459; Fig.
1474. A metal bracket attached to the deck of a
sleeping car, which forms a support for a berth
curtain rod. Such brackets usually have a coat
and hat hook attached to them. A hanger is some-
times used as a substitute for a bracket at certain

points. The stationary bracket has been replaced
by the folding curtain rod bracket, which folds,
with the rod attached, into the upper berth and out
of sight when the curtains are not m use. See
Curtain Rod Folding Bracket.

Berth Curtain Rod Coupling. A fastening by which a
berth curtain rod of a sleeping car is secured to a
bracket. It usually consists of a bolt or screw.

Berth Curtain Rod Socket. A metal flanged ring which
supports the berth curtain rod. Also called berth
curtain rod bushing.

Berth Front. 4, 5 and 6, Figs. 1458-59. The bottom or
front of an upper berth.

Berth Headboard. See Headboard.

Berth Hinge. Fig. 1462. A hinge or joint by which

the back edge of an upper berth of a sleeping car

is attached to the side of a car.

Berth Hinge Bushing. A hollow metal socket in which
the spindle of a loose berth hinge works.

Berth Hinge Plate. A plate which takes the place of
a berth hinge bushing.

Berth Lamp. Figs. 2451-53, 2504, 2507, 2516, 2523. A
lamp for lighting a sleeping car berth.

Berth Latch. 47 and 48, Figs. 1458-59; Figs. 1457. 11. A
device for holding the upper berth of a sleeping
car up in its place when not in use. To obviate
the danger of the berth shutting up in case of
overturning of the car, the safety berth rope and
attachments, 26, Figs. 1458-59, are used. Safety
berth latches have also been used to obviate the
necessity of using a safety rope. See Safety Berth
Latch.

Berth Latch Bolt. 48, Figs. 1458-59; Fig. 1472. A bar
or pin of an upper berth latch which engages in a
corresponding strike plate or keeper to hold the
berth up.

Berth Latch Keeper. Also called Strike Plate. See
Berth Latch Bolt.

Berth Latch Lever. The part by which the berth latch
handle operates the berth latch bolt; also called a
berth latch rocker plate.

Berth Latch Rocker Plate. See Berth Latch Lever.

Berth Lock. See Berth Latch.

Berth Lock or Latch Handle. Figs. 1457 and 1465.

Berth Lock or Latch Rods. Figs. 1457 and 1465.

Berth Mattress. The mattresses which cover the seat
cushions of the lower berth and the springs of the
upper berth. When the berths are made up for
day travel the mattresses are stored in the upper
berth.

Berth Numbers. Figs. 1473. Figures or numbers,
usually made of metal or porcelain, for numbering
the berths or sections of sleeping cars. They are
frequently sewed to plush panels and hung from
the berth curtain rods.

Berth Partition. 8, Figs. 1458, 1459. The partition
between the upper berths of two adjacent sleeping
car sections. It is of the same outline as the upper
berth's cross-section.

Berth Safety Rope. 26, Figs. 1458-59. A wire rope
fastening the upper berth of a sleeping car to the
fixed arms of the lower berth, to pfevent accidental
closing up of the upper berth in case of overturning
of the car. The rope is fastened to the upper berth
by a berth safety rope fastener and to the lower

24

BER

CAR BUILDERS' DICTIONARY

BOD

berth by inserting a knob into a berth safety rope
holder. See Safety Berth Latch.

Berth Safety Rope Hook. Fig. 1468. A hook for hold-
ing a berth safety rope.

Berth Spring. 23, Figs. 1458-59; Fig. 1472. A spring
usually made in a spiral form, like a watch spring,
coiled within a device called the berth spring fusee
and attached to the upper berth of a sleeping car
by a berth chain so as to counteract the weight of
the latter and make it easy to raise and lower.

Berth Spring Frame. 23, Figs. 1458-59; Fig.. 1472. A
metal support which holds a berth spring and fusee.

Berth Spring Fusee. See Fusee.

Berth Spring Lug or Clip. M, Fig. 1472. The means
by which the end of a berth chain is fastened to the
upper berth, sometimes called a berth chain end
plate.

Berth Striker Plate. A Berth Latch Keeper.

Beveled Washer. A washer vised to give an even
bearing for rods which stand at an acute angle to
the surface on which the nut or bolt head bears.
Sometimes two such washers which come near
together are cast in one piece, and are then called
double beveled washers. See Triangular Washer.

Bezel. "A term applied by watchmakers and jewelers
to the groove and projecting flange or lip by which
the crystal of a watch is retained in its setting. An
ouch." — Knight.

Bibb Cock. Fig. 1602. Literally, a cock with a curved
nozzle or spout, but commonly restricted to a cock
with a plain valve without springs, moved by the
hand only.

Billet Car. A low side gondola car, built of steel
throughout for transportation of hot steel billets
or other heavy material.

Bit (oi a Key). The part of a key which enters the
lock and acts upon the bolt and tumblers. The bit
consists of the web and wards. The web is the
portion left after the wards are cut out. The wards
(of a key) consequently are those spaces which fit
over the wards of a lock. Some bits have no wards.

Bleeding Valve or Bleeding Cock. Another term for
Release Valve or Release Cock. The operation of
releasing the brakes when applied upon a car de-
tached from the locomotive is sometimes called bleed-
ing. The bleeding valve is located on the auxiliary
reservoir, and the brakes may be released by opening
it and allowing the air in the brake cylinder and
auxiliary reservoir to escape.

Blind. A Window Blind. They are sometimes single,
but usually double, distinguished as lower and upper.
Flexible window blinds are rarely used now, having
been displaced by window shades.

Blind Ceiling (Refrigerator Car). L, Figs. 374, 375.
-A layer of light boards next above the inside ceiling
in the roof of the car.

Blind End Car (Passenger Equipment). Figs. 100 and
102. A term sometimes used to designate non-vesti-
buled cars, but more properly a car without end doors,
either non-vestibuled (dummy) or with open platforms.

Blind Floor (Refrigerator Cars). I, Figs. 374 and 375
A layer of boards under the sub-floor and fastened to
nailing strips secured to the bottom of the sills.

Blind Lining (Refrigerator Cars). E, Figs. 374 and 375.
A thin layer of boards between the outside sheathing
and the inside lining; also sometimes called inter-
mediate lining.

Block. "A heavy piece of timber or wood, usually with
one plane surface; or it is rectangular and rather
thick than long." — Webster.

A pulley or. system of pulleys mounted on its frame
or shell, with its band or strap. A block consists of
one or more pulleys or sheaves, in a groove of which
the rope runs, fastened in a shell or frame by pins,
on which they revolve.

The interior wheels are termed sheaves, which lat-
ter term is often used to designate the whole block
or pulley. A snatch block is a block with only one
sheave, and with an opening at the side for the
ready insertion and removal of the rope. Blocks
without this opening, however, are also sometimes
termed snatch blocks.

Block and Tackle. A general term applied to a pair or
more of pulleys and accompanying rope. Also termed
fall and tackle, or simply tackle.

Blocking. A mode of fastening together the vertical
angles of woodwork by blocks of wood glued or
nailed in the inside angle. The method is largely used
in every form of carpentry, where great strength is
not required in the joint. In car work, generally
known as furring blocks.

Blocking, Continuous (Passenger Equipment Car
Framing). 67, Figs. 423-25. A term used to desig-
nate planks or blocking used to strengthen the side
frame.
' Board. "A piece of timber sawed thin, and of consid-
erable length and breadth, compared with the thick-
ness, used for building and other purposes." —
Webster.

Boarding Car. Fig. 2673. A term commonly applied to
a car used as a place of lodging for workmen. In
the case of wreck trains they are more often called
dining and sleeping cars.

Body (Of a Car). The main or principal part in or
on which the load is placed. American cars usually
consist of a body carried on two trucks.

(Of a Valve, Cylinder, etc.) The main or prin-
cipal part, to which the other parts are attached, as
cylinder body, etc.

Body Bolster. 12, Figs. 285-88, 320, 355, 368, 374-5; Fig.
297; 4, Fig. 342; 5, Fig. 383; Figs. 417, 498-523,
1067. The transverse members of the underframe
over the trucks which transmit the loads carried by
the longitudinal sills to the trucks through the cen-
ter plates. A double body bolster is a wide bolster
with two transverse members, and is used on cars
equipped with six-wheel trucks.

Body Bolster Bottom Cover Plate. 12b, Figs. 285-88;
7, Fig. 410; Fig. 490; 2, Fig. 505. The bottom cover
plate used on a bolster of the built-up type. Also
known as the Body Bolster Compression Bar and
Body Bolster Tie Plate.

Body Bolster Compression Bar. 12b, Figs. 285-88. The
lower or compression member of a built-up body
bolster. Also designated as the Body Bolster Bot-
tom Cover Plate.

Body Bolster Cover Plate. Fig. 490. See Body Bolster
Top Cover Plate and Body Bolster Bottom Cover
Plate.

Body Bolster End Pocket Casting. A cast cap that
fits over the end of a combined wood and steel body
bolster, through which the truss rods pass, and on
which the truss rod nuts bear. It is a body bolster
truss rod washer enlarged so as to cover the entire
end of the bolster.

25

BOD

CAR BUILDERS' DICTIONARY

BOL

Body Bolster Filler. Fig. 490; 19, Fig. SOS. A plate or
casting forming the filling piece between the cover
plates of a built-up body bolster. The term also ap-
plies to Truck Bolsters. Also frequently called Dia-
phragm and sometimes Spider.

Body Bolster Flitch Plates. Plates of iron or steel
sandwiched between pieces of wood and bolted to-
gether to give a wooden bolster greater strength.
Frequently called body bolster sandwich plates.

Body Bolster Sandwich Plates. See Body Bolster

Flitch Plates.
Body Bolster Tension Bar. 12a, Figs. 285-88, etc. The

upper or tension member of a built-up body bolster.

Also designated as the Body Bolster Top Cover Plate.

Body Bolster Tie Plate. 7, Fig. 410; Fig. 490. See
Body Bolster Bottom Cover Plate.

Body Bolster Top Cover Plate. 12a, Figs. 28S-88; Fig.
490; Fig. SOS. The top cover plate used on a body
bolster of the built-up type. Also known as the
Body Bolster Tension Bar.

Body Bolster Truss Block. A block of wood or dis-
tance piece on the top of a wooden body bolster be-
tween the center floor timbers and underneath the
bolster truss rods.

Body Bolster Truss Rod. A metal rod, used on some
built-up body bolsters, which is tied to the ends and
passes above the center of the bolster over the truss
rod bearing, so as to form a truss ; generally two
are used for each bolster.

Body Bolster Truss Rod Bearing. See Body Bolster
Truss Rod.

Body Bolster Truss Rod Washer. An iron bearing
plate on the end of a body bolster ; often made to
take two or more rods.

Body Brace. 33, Figs. 28S-88; 33, 35 and 37, Figs. 374
and 375 ; 12 and 13, Fig. 383. An inclined member ot
the body side or end framing. In the usual form of
side framing for freight cars the braces are inserted
in the panels between the bolster and the center of
the car, inclining toward the center of the car, while
the counter braces are framed in the panel between
the bolster and the end of the car, inclining toward
the end of the car. See Brace and Counterbrace.

Body Brace Rod. An inclined iron rod in the side or
end of a car body frame, which acts as a brace. They
are distinguished as end and side body brace rods.
A brace straining rod is a short vertical rod in the
side of a passenger car under the window.

Body Center Plate. 6, Fig. 297; 17, Figs. 285-88; 31,
Fig. 383; Fig. 490; 11, Fig, 505. The center plate
attached to the under side of the body bolster. See
Center Plate.

Body Check or Safety Chain Eye. An eye bolt or clevis
for fastening a truck check chain or safety chain to
the car body.

Body Check or Safety Chain Hook. An iron hook on
the check chain, which enters into the check chain eye.

Body Counter Brace Rod. Usually an inclined iron rod
in the side frame of a car body, between the bolster
and the end of the car. It may be a diagonal brace rod
in a Pratt truss, which runs counterwise with those
rods which carry the load. It may then be between
the bolsters.

Body Cross Tie. 31, Fig. 297. A metal bar extending
across a hopper or other form of open-top freight
car and fastened to the sides to prevent their bulging.

Body End Furring. Furring in the end of a car. See

Furring.
Body End Plate. A transverse member in the end of a

car connecting the side plates. See End Plate.
Body End Rail See End Rail.

Body Framing. Figs. 465-75 and General Drawings.
The framework of that part of a car above the un-
derframe, so called to distinguish it from the under-
frame. It is commonly subdivided into side, end
and roof framing.
Body Post (Freight Car Bodies). An upright timber
which is framed into the sill and plate of a freight
car. The body posts and corner posts form the ver-
tical members of the side frame of a car body. See
Post and Side Post.
Body Queen Post. See Queen Post.
Body Side Bearing. 16, Figs. 285-88; 8, Fig. 410; Fig.
493; 9, Fig. SOS. The upper one of the two side
bearings, which is attached to the body bolster. See
Side Bearings.
Body Transom. A name sometimes given to a Needle-
beam or Cross Tie.
Body Truss Rod. 19, Figs. 285-88 ; 355, 368, 374-75 ; 33,
Fig. 383 ; 20, Figs, 423-25 ; IS, Fig. 505. A rod extend-
ing from end sill to end sill, passing over the body
bolsters on truss rod saddles and under the truss
rod queen posts hung from the cross tie timbers.
With the sills they form a truss and support the car
body, preventing the sills from sagging between the
bolsters. In passenger cars truss rod anchor irons
are sometimes used, which are fastened to the sills
near the bolsters. The truss rods are then attached
to these anchors and are not brought out through the
end sills. Truss rods are distinguished as center, in-
termediate and side or outside truss rods.
Body Truss Rod Bearing. See Queen Post.
Body Truss Rod Hopper Strap. A term applied to a
strap passing under and supporting the hopper of a
gondola car, the ends of which are fastened to the
body truss rods, which carry the stress to the end
sills.
Body Truss Rod Saddle. 20, Figs. 285-88, 374-75; 14,
Fig. 505. A block of wood or a casting which forms
a distance piece on top of a bolster, and on which
a continuous body truss rod bears. Properly speak-
ing, a saddle means a common bearing for a pair
of rods with a central support, but it is not restricted
to such use.
Body Truss Rod Washer. A heavy iron washer on
the outside face of the end sill, on which the nut
on the end of the body truss rod bears.
Bogie (British). A swiveling car truck. American
eight-wheel cars are what are termed in Great Britain
bogie carriages, or wagons.
Bogus Plate (Refrigerator Cars). A horizontal tim-
ber attached to the posts on the inside of the car, a
short distance below the plate. The bogus plates
support horizontal cross timbers, called meat tim-
bers, or hanging bars, to which hooks are attached
for hanging meat.
Bolster. A cross timber or beam on the under side of
a car body and in the center of a truck, through
which the weight is transmitted. The bolsters carry
the body and truck center plates, the body bolster
resting on the truck bolster.

Truck bolsters are either swing bolsters, admit-
ting of lateral motion to mitigate shocks, or rigid

26

BOL

CAR BUILDERS' DICTIONARY

BOL

bolsters, which permit no lateral motion. All passen-
ger trucks have swing bolsters. In freiglit car serv-
ice the rigid Ixilster has the preference, and rigid
bolster trucks are the more numerous. See Body
Bolster, Double Body Bolster, Swing Bolster and
Truck Bolster,

Bolster Bridge (Six-Wheel Truck), See Side Bearing
Arch,

Bolster Center Casting. 16, Fig, 410; Fig, 491, A
hollow rectangular-shaped casting placed between the
center sills and body bolster plates ; the king bolt
passes through it. Sometimes called a bolster cen-
ter filler.

Bolster Center Filler. See Bolster Center Casting.

Bolster Chafing Plate. Figs, 974 and 977, An iron plate
attached to the side of the transom to prevent wear
from abrasion by movement of the bolster. More
properly, transom chafing plate. The corresponding
casting on the side of the bolster, which is, strictly
speaking, the bolster chafing plate, is commonly
called friction block or friction plate.

Bolster Diaphragm. Fig. 490. See Body Bolster Filler,

Bolster Flitch Plate. The iron or steel plates of a
built-up bolster, sandwiched between wood pieces.
Rarely used now.

Bolster Guide Bars (Diamond Arch Bar Trucks). 37,
Fig. 945, ^lore commonly called columns. Posts
between the arch bars, held in place by column bolts,
which form a guide for the end of the bolster.
These columns are sometimes also reciuired to per-
form the office of a brake hanger carrier. An off-
set shoulder is then cast on the column near the top
and on the inside with a jaw, to which the brake
hanger is fastened by a pin. They are also often
combined in one casting with the spring seats, (See
Figs, 1100 and 1101,)

Bolster Hanger. See Swing Hanger,

Bolster Hanger Carrier. A Swing Hanger Pin Bearing.

Bolster Jack Screw (Wreck Cranes). A jack screw
attached to the spring plank for the purpose of tak-
ing the load ofif the springs and making the entire
truck and car body one rigid structure when the der-
rick of the crane is in use.

Bolster Plate CPassenger Equipment Trucks), Fig.
978. Wrought iron plates bolted to the sides of wood-
en bolsters to strengthen them.

Bolster Sandwich Plate. See Bolster Flitch Plate,

Bolster, Specifications for Cast Steel (M, C, B. Recom-
mended Practice).
In 1912 the following specifications were adopted for

cast-steel bolsters :

manufacture,

1. Castings furnished under these specifications must
be made of open-hearth steel in accordance with the best
foundry methods. They must conform to the dimensions
shown on drawings and must be free from rust, scale,
blow holes and shrinkage cracks.

2. Each casting must have the following markings cast
upon it in raised figures and letters :

a — Initials of the railway company.

b — Month and year in which cast, thus: 6-12.

c — Manufacturer's serial number and trade mark (or

other designation).
d— M. C. B. S.

3. The manufacturer shall have cast upon each bolster
two test coupons having a cross section of 1% inch by
1% inch and 6 inches long. These coupons are to be

used for the physical and chemical tests, and their loca-
tion upon the casting shall be as specified by the pur-
chaser. There shall be two additional coupons of a cross
section not less than the average cross section of the
casting, which coupons are to be used to determine the
character of the annealing as specified in Section 7.

4, The manufacturer shall protect all castings so that
they do not become covered with rust. They must not be
painted before inspection unless so specified.

5, Bolsters shall not vary more than 3 per cent, above
nor 2 per cent, below what has been determined upon as
the normal weight of the casting, except that in case
the casting has met all requirements save that of over-
weight, it may be accepted as of the maximum allowable
weight here specified. For the purposes of this require-
ment, the normal weight shall be previously agreed upon
between the purchaser and the manufacturer.

6, When the manufacturer is ready to make shipment
of the material he shall notify the purchaser of that fact
and await the arrival of the purchaser's inspector, to
whom he must furnish free ' any assistance and labor
needed to make satisfactory inspection, tests and prompt
shipment,

7, All castings shall be thoroughly annealed. Test
coupons shall be annealed with the casting before they
are detached. To determine the quality of the annealing,
the inspector will have one of the test coupons, mentioned
in Section 3, cut half-way through and broken ofl^ from
the casting for examination of the fracture. If, in his
opinion, the annealing has not been properly done, he
may require the castings to be reannealed, using the sec-
ond test coupon for examination in this case. If, after
annealing or reannealing, any casting is so much out of
gage as to require heating in order to bring it within
the gage, it shall again be annealed before it may be
accepted,

CHEMICAL properties,

8, The chemical composition of the steel shall con-
form to the following requirements :

Carbon from 0,20 per cent to 0,30 per cent.

Manganese not over 0,70 per cent.

Phosphorus not over 0,05 per cent.

Sulphur not over 0,05 per cent.

PHYSICAL PROPERTIES.

9, The physical properties of the steel shall be as
follows :

Ultimate tensile strength, pounds per square

inch not under 60,000

Yield point (by "drop of the beam")

not under 50 per cent, of the ultimate strength
Elongation in 2 ins., per cent. . . .not less than the

quotient of 1,400,000 divided by the ultimate strength

10, For the purpose of determining whether the phy-
sical and chemical requirements are complied with, the
inspector shall select at random one casting from each
heat. From this casting, the two physical and chemical
test coupons (referred to in Section 3) shall be removed
by the inspector. One of them shall be subjected to phy-
sical tests, but if the coupon casting proves unsound, the
other coupon shall be used in its stead for this purpose.
From the coupon which has satisfactorily passed the
physical requirements, borings shall be made for chemical
analysis. In case the test pieces selected do not meet the
specifications, all castings from the entire heat represented
shall be rejected,

11, At his option, the inspector may require that any
or all castings be subjected to sand blast in order to make
an examination of the surface for checks or cracks.

12, From each casting rejected by the inspector under

27

BOL

CAR BUILDERS' DICTIONARY

BOX

these specifications he shall cause to be chipped
the "S" of the letters M. C. B. S. which are specified
in paragraph 2. •

Bolster Spring. 80, Figs. 945, 947, 966; Figs. 1102-09;
1111-14. The main spring of a car, carried on the
spring plank and supporting the truck bolster, on
which the weight of the car body rests.

Bolster Spring Cap. See Spring Cap and Spring Seat.

Bolster Spring Seat. See Spring Seat.

Bolster Thimble. 4, Fig. SOS. A small filler sometimes
used between the cover plates of a bolster when the
main filler or web does not extend clear to the end
of the bolster.

Bolt. A pin, rod or bar of metal used to hold or fasten
anything in its place; ordinarily a bolt has a head
on one end and a screw and nut on the other, while
a rod has a nut on both ends.

Bolt Heads and Nuts. See Screw Threads, Bolt Heads
AND Nuts.

Bolt Heads, Square. In 1899 the following dimensions
for square bolt heads were adopted as Recom-
mended Practice:

The side of the head shall be one and one-half

times the diameter of the bolt, and the thickness

of the head shall be one-half the side of the head.

In 1900 these dimensions were adopted as a

Standard.

Bolted Commutator (Motor Cars). Fig. 2S3S. A motor
commutator in which the segments and mica insu-
lation are held in place between two retaining rings
by bolts.

Bonnet (Passenger Cars). A Platform Hood.

Boom (Steam Shovel). The heavy swinging arm which
carries the boom engine and ratchet beam. It is
stepped at the foot of the "A" frame and held in its
inclined position by boom guys.

Boom Cap Clevis (of a Derrick, Steam Shovel or
Crane). A clevis sometimes attached to the upper
end of the boom, to which the fixed end of the hoist-
ing rope is attached. In other cases the clevis for
this purpose is carried on the hoisting block.

Boom Engine (Steam Shovel). An engine mounted on
the boom to operate the ratchet beam.

Boom Foot Sheave (Steam Shovel). A fixed sheave
or pulley at the bottom of the boom over which the
hoisting chain is passed.

Boom Guys (Steam Shovel). Iron rods from the point
of the boom to the top of the "A" frame, holding
the boom in its inclined position.

Boom Idler Sheave (Steam Shovel). A fixed sheave
mounted on the boom, the purpose of which is to
slightly change the direction of the hoisting chain.

Boom Point Sheave (Steam Shovel). The pulley at
the outer end of the boom over which the hoisting
chain runs. See Boom Sheave.

Boom Sheave (of a Derrick, Steam Shovel or Crane).
A sheave carried at the upper extremity of the boom,
over which the hoisting chain passes.

Boom Shoe (of a Derrick or Crane). A casting carried
at the foot of the mast and constructed so as to be
able to revolve against the boom base. It is sup-
ported by boom shoe rods.
Boom Shoe Rods (of a Derrick or Crane). Iron rods
attached to the head block or cap at the top of the
mast and supporting the boom shoe.
Boom Shoe Rollers (of a Derrick or Crane). Rollers

at the foot of the mast upon which the boom shoe
revolves.

Boom Step and Trunnion (Steam Shovel). The socket
in which the boom is seated and about which it turns.

Booster. A direct electro-motive force generator ar-
ranged to add its E. M. F. to that of another circuit,
or "boost" the same. Direct opposite of bucker.

Boss or Hub (of a Steel Tired Wheel). The central
portion, through which the axle passes. Boss is the
usual British term, but little used in the United States.

Bottom Arch Bar. See Arch Bars.

Bottom Chord (of Trusses). See Lower Chord.
Neither term is regularly used to designate any
part of car trusses, but the side sills are bottom
chords in trussed side frames.

Bottom Connecting Rod. '^1 , Figs. 94S, 947, 966. The
brake rod connecting the bottom ends of the live and
dead truck brake levers.

Bottom Door Rail. S, Figs. 805 and 809. The lower
transverse piece of a door frame.

Bottom Door Track. 66, Figs. 285-88. A door track
below a sliding door. Usually a metal bar. Sliding
doors are often provided with rollers or slides, which
rest on the track. Freight car doors usually slide
on a Top Door Track.

Bottom Rod. See Brake Rod and Bottom Connecting
Rod.

Bottom Truck Connection. See Bottom Connecting
Rod.

Bow. See Platform Hood Bow.

Bowl. Figs. 2386, etc. A glass bowl used on center
and vestibule gas lamps. See, also Basin.

Box. See Journal Box.

Box Car. Figs. 1-15, 261-89 and 489-94. A car with
sides enclosed and with a roof; doors are placed in
the sides or sides and ends. Used for general service
and especially for lading which should be protected
from the weather. See Car, M. C. B. Class XM.

Box Car Details. Figs. 489-94.

Box Car Door. Figs. 764-97. See Door. Used on both
the sides and ends of the car. See End Door.

Box Car Side and End Door Fixtures. See Door

Fixtures.

Box Car, Ventilated. See Ventilated Box Car.
Box Cars, Framing for (M. C. B. Recommended Prac-
tice). Fig. 2762.

In 1904 the style of framing shown on the drawing
for cars of 60,000 pounds capacity was adopted as
Recommended Practice.

In 1904 the style of framing shown on the drawing
for cars of 80,000 pounds and 100,000 pounds capacity
was adopted as Recommended Practice.

In 1904 the style of end framing shown on the
drawing for cars of 60,000 pounds, 80,000 pounds and
100,000 pounds capacity, was adopted as Recom-
mended Practice.

In 1904 the use of a plank lining 1^ inches thick,
on the inside of the ends of cars, extending from the
floor to the underside of the carline, was adopted as
a Recommended Practice.

Box Cars, Height and Width of (M. C. B. Recom-
mended Practice).

In 1904 the following dimensions for box cars built
on low trucks (3 feet 6 inches to top of floor) were
adopted as Recommended Practice :

Height from top of rail to upper edge of eaves, 12

28

BOX

CAR BUILDERS' DICTIONARY

BRA

feet 54 inch; width at eaves at above height, maxi-
mum, 9 feet 7 inches.

Box Cars, Inside Dimensions of (M. C. B. Recom-
mended Practice).

In 1904 the inside dimensions of box cars approved
by the American Railway Association, namely, 36 feet
long, 8 feet 6 inches wide and 8 feet high, were
adopted as a Recommended Practice.

Box Cover. See Journal Box Lid.

Box Cushion. A cushion for passenger car seats made
on a wooden frame. In distinction from a squab
cushion, now little used, which is a loose pad on the
seat. Box cushions are sometimes stuffed with hair
or other elastic material alone, but usually steel
springs are used in addition.

Box Fruit Car. See Ventilated Box Car.

Box Guide. See Pedestal.

Box Lid. See Journal Box Cover or Lid.

Box Packing. Journal Packing.

Box Section Bolster. Fig. 498. A bolster whose cross-
section has a box or rectangular shape.

Box Steps. A term sometimes used to distinguish
platform steps made with wooden stringers or sides
from open steps.

Box Stock Car. An ordinary box car with large grated
openings for ventilation, but excluding rain. Little
used except for horses. See Stock Car.

Boxes, Journal and Details. See Journal Boxes and
Details.

Brace. 33, Figs. 285-88; 33 and 37, Fig. 368; 33, 35 and
37; Figs. 374-75; 12 and 13, Fig. 383; 51, Figs. 423-25.
An inclined beam, rod, or bar of a frame, truss, gir-
der, etc., which unites two or more of the points
where other members of the structure are connected
together, and which prevents them from turning about
their joints. A brace thus makes the structure in-
capable of altering its form from this cause, and it
also distributes or transmits part of the strain at
one or more of the joints toward the point or points
of support, or resistance to that strain. A brace may
be subjected to either a strain of compression or ten-
sion. In the former case, in car construction it is
called simply a brace ; in the latter it is called a brace
rod. They are called right or left handed, accord-
ing to the inclination of their top to a person stand-
ing facing the car. See Berth Brace, Body Brace,
Brake Lever Bracket Brace, Brake Shaft Step
Brace, Compression Beam Brace, Door Brace, End
Brace, Roof Brace, Side Brace, Side Body Brace, Side
Lamp Brace.

Brace Pocket. A casting which forms a socket for
holding the ends of the braces in the car body fram-
ing. See Post Pocket.

Brace Rod. 34 and 37a, Figs. 285-88, 374-75. An in-
clined iron rod which acts as a brace. A vertical rod
acting in conjunction with a brace is called a sill and
plate-tie rod, or, in passenger cars, for short rods be-
low the window, brace straining rod. See Body Brace
Rod, Counterbrace Rod.

Brace Rod Washer. 38, Figs. 285-88; 374-75; Fig. 494.
A bearing plate for the nut or head of a brace rod,
sometimes made in a triangular or beveled shape, and
sometimes a flat bar of iron bent to fit into a notch
cut in the timber.

Brace Straining Rod (Passenger Car Framing). A ver-
tical iron rod in the side or end frame of a car body

by which the upper end of a brace is connected or
tied to the sill of the car. The brace rods are mem-
bers of the truss, of which the sill, braces, posts or
plates, etc., form parts. Such rods often have hook
heads at the upper ends, against which the braces
bear, and nuts at the lower ends by which they are
screwed up, and are thus brought into a state of
tension and the braces into compression. An equiva-
lent in freight service is the sill and plate-tie rod.

Brace and Tie Rod Washer. Fig. 494. See Brace Rod
Washer.

Bracket. "An angular stay in the form of a knee to
support shelves and the like." — Webster.

(Framing for Bridges or Cars.) An L-shaped
angle plate riveted to each of two members which it
is desired to connect at right angles to each other,
as an end sill bracket or sill knee iron. A stronger
form, now used in car construction, is called a gusset
plate.

(Cast Iron Wheels). The stiffening ribs cast on
the plate.

Bracket Gas Burner. A gas burner attached to the
side of a car. See Bracket Lamp.

Bracket Lamp. Figs. 2118, 2124, 2132, 2166, 2228, 2250,

etc. A lamp attached to a wall by a suspension in

the form of a bracket.
Bracket Steps (Hopper Cars). Steps secured to the

side of the car on the inside to serve as a substitute

for a running board.

Brake or Brake Gear. The whole combination of parts
by which the motion of a car is retarded or arrested.
The foundation brake gear includes all the parts by
which the pressure of the air in the brake cylinder is
transmitted to the wheels. See High Speed Air Brake,
Quick Action Brake, Straight-Air Brake, Founda-
tion Brake Gear, Traction Air Brake, Vacuum
Brake.

Brake Beam. Figs. 1154-1222; 84, Figs. 945, 947, 966.
Transverse members to which the brake heads and
shoes are attached. They are either inside hung or
outside hung, and are often trussed, especially in
passenger service.

Brake Beam Adjusting Hanger. A link sometimes at-
tached to a brake beam to cause the latter and the
brake head and shoe to maintain the same relative
positions when the brakes are released, so as to pre-
vent the ends of the brake shoes from coming in con-
tact with the wheel when the brakes are released. It
is attached to the truck frame or truck bolster by a
projecting brake beam adjusting hanger carrier, and
to the brake beam by an eye or clip. Sometimes
called a parallel brake hanger.

Brake Beam Chafing Plate. A plate attached to a brake
beam against which a brake spring bears, designed
to resist the wear due to the action of the spring.

Brake Beam Details (M. C. B. Recommended Prac-
tice).
In 1907 the following details regarding brake beams

were adopted as Recommended Practice :

That brake hangers shall have an angle as near as

possible to 90 degrees from a line drawn from the center

of the brake shoe to the center of the axle when the shoes

are half worn.
In 1910 a Recommended Practice was adopted that all

beams be inside hung beams.
In 1912 the practice was adopted that, in order to

designate an M. C. B. brake beam, the letters "M. C. B."

and the numerals "No. 1'" or "No. 2," as the case may

29

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CAR BUILDERS' DICTIONARY

BRA

be, be cast, forged or stamped on the fulcrum, and that
after January 1, 1913, this be cast on the fulcrum if the
fulcrum be a casting, or forged on the fulcrum if the
fulcrum be a forging.

Brake Beam, Details and Capacities (M. C. B. Stand-
ard). Fig. 2701.

Certain dimensions and capacities of brake beams were
adopted as standard of the association, by letter ballot,
in 1889, and these standards, as modified by subsequent
action, are shown on the drawing for iron brake beams.

Standard heights of brake beams, when measured from
the tops of the rails to the center of the face of new shoes,
were adopted in 1894, as follows ;

For inside hung beams, 13 inches.

For outside hung beams, 14^ inches.

In 1907 the following details for brake beams and
.•gages were adopted as standard :

All brake beams shall be 60j4 inches in length from
center to center of brake head, with an allowable varia-
tion of '-8 inch in either direction.

All brake beams shall be proven by gage shown on
the drawing, which shall be the standard gage for that
purpose.

Attachments for safety hangers shall be 51 inches from
center to center.

The angle of the lever fulcrum shall be 40 degrees
from the vertical.

The lever pin hole shall be either 2 inches or 3 inches
in front of the top of the brake-head lugs. The varia-
tions in either direction from above measurements shall
not exceed 1-16 inch. Holes should be made straight
and true by drilling, reaming or broaching, and shall be
not less than 1 3-32 inches nor more than Ij/g inches in
diameter.

All lever pin holes shall be proven by gage shown on
the drawing, which shall be the standard gage for that
purpose.

In 1908 the following detail regarding brake beams was
advanced from Recommended Practice to Standard:

Brake beam hangers shall be % inch in diameter.

In 1908 two brake beams were adopted as standard, as
follows :

Brake beam No. 1 to be suitable for cars weighing not
over 35,000 pounds light weight.

Brake beam No. 2 to be suitable for cars exceeding
35,000 pounds light weight.

In 1909 the following was adopted to establish a uni-
form practice for designating right and left-hand brake
beams :

When facing back of brake beam with center strut
pointing away from observer, where the top of lever slot
inclines toward the right it shall be known as right-hand
beam, and where top of lever inclines toward the left it
shall be known as left-hand beam.

On cars- built after September 1, 1909, it will not be
permissible to hang brake beams from any portion of the
body of the car.

In 1910 the drawing of the brake head was modified
as regards the size and shape of the hanger hole.

In 1910 the following Recommended Practice was ad-
vanced to Standard :

The brake beam hanger bracket shall be attached to
some rigid portion of the truck.

In 1911 the use of brake beam No. 2 was extended as
follows : Beam No. 2 must be used on cars of more than
35,000 pounds light, weight, and it may be used on cars
of 35,000 pounds light weight or less.

Brake Beam Eye Bolt. An eye bolt in the brake beam
to which the safety hanger is attached.

Brake Beam Fulcrum. See Brake Lever Fulcrum.

Brake Beam Gage. A metal templet for ascertaining
or regulating the several dimensions of brake beams.

Brake Beam Gage (M. C. B. Recommended Practice).
Fig. 2757. In 1907 a brake beam gage was adopted as
standard. In 1912 this gage was redesigned and
adopted as Recommended Practice. It determines the
following dimensions and adjustments: (1) Limiting
outline of brake beam ; (2) length of beam; (3) proper
alignment of the heads in relation to each other;

(4) proper location of pin hole and center of strut;

(5) angle of lever fulcrum.

Brake Beam Gage Limiting Outlines (M. C. B. Stand-
ard). Fig. 2700. In 1911 a limiting outline gage
shown for No. 2 brake beams used on cars built after
January 1, 1908, was adopted as standard.

Brake Beam Hanger. Figs. 975 and 978. A link or bar
used in suspending a brake beam from a truck frame.

Brake Beam King Post. See Brake Beam Strut.

Brake Beam Release Spring. See Release Spring.

Brake Beam Safety Chain. A chain sometimes attached
by eye bolts to a brake beam to act as a safety de-
vice in the same manner as a brake beam safety
hanger.

Brake Beam Safety Chain Eye Bolt. An eye bolt at-
tached to a truck or car body to hold a brake beam
safety chain.

Brake Beam Safety Hanger. 90, Figs. 945, 947 and 966.
A metal strap suspended from a truck frame and
surrounding a brake beam, so that in case of a broken
brake beam hanger the beam will not drop to the
track.

Brake Beam Specifications and Tests (M. C. B. Stand-
ard).

For each 500 brake beams or less, which pass inspection
and are ready for shipment, one representative beam shall
be taken at random and subjected by the company man-
ufacturing the beams, and in the presence of the railroad
company's inspector, to the following test in a suitable
machine :

The beams shall be equipped with suitable heads and
shoes, and the shoes placed in contact with castings repre-
senting the tread of the wheel; when mounted in this
manner the load shall be applied to the fulcrum in the
normal line of pull.

a. Beam No. i:

Apply an initial load of 4,000 pounds, then reduce it
to zero.

Apply a test load of 6,500 pounds and under this load
measure the deflection which is desired to be 1-16
inch or .0625, but shall not exceed 0.07 inch.

If desired, the beam may then be loaded until fail-
ure occurs. Under this test the maximum load
borne by the beam shall not be less than 20,000
pounds.

b. Beam No. 2:

Apply an initial load of 6,000 pounds, then reduce
it to zero.

Apply a test load of 12,000 pounds and under this
load measure the deflection which is desired to
be 1-16 inch or .0625, but shall not exceed 0.07 in.

If desired, the beam may then be loaded until fail-
ure occurs. Under this test the maximum load
borne by the beam shall not be less than 38,000
pounds.

30

BRA

CAR BUILDERS' DICTIONARY

BRA

In case a beam shall fail in this test, then a second
beam shall be taken from the same lot and similarly tested.
If the second beam stands the test it shall be optional
with the inspector whether he shall test a third beam or
not. If he does not do so, or if he does, and the third
beam stands the test, the 500 beams or less shall be ac-
cepted as filling the requirements of this test.

Individual beams will not be accepted which (1) do not
conform to standard dimensions, and (2) those that have
physical defects. Any lot of SOO beams, or less, sub-
mitted for test that fail to meet the prescribed test will
not be accepted.

Brake Beam Strut. A post or distance piece which
forms a bearing for the truss rods of a brake beam.
In metal brake beams the brake lever is attached to
it, and it then becomes a brake lever fulcrum. For
application to brake beams, see Fig. 1158, etc.

Brake Beam Truss Rod. A rod used to truss or
strengthen a brake beam.

Brake Block. Another name for a Be.vke He.«.d.

Brake Carrier. See Br.\ke Hanger Carrier.

Brake Chain. See Brake Shaft Chain.

Brake Chain (M. C. B. Standard). Fig. 2709. In 1909
dimensions for brake chains were adopted as Recom-
mended Practice. Advanced to Standard in 1911.
See Hand Brake Chain.

Brake Chain Connecting Rod. An iron rod connecting
the hand brake chain to one of the brake levers, usually
the floating lever.

Brake Chain Sheave. An iron wheel or pulley around
which the brake chain passes.

Brake Chain Worm. A conical casting attached to the
brake shaft with a screw-shaped groove for the brake
chain. Its object is to produce a rapid motion at first
and increase the power when the brake shoes are
brought to a bearing.

A cylindrical casting with a screw-shaped groove,
intended only to make the chain wind evenly.

Brake Clevis. A Brake Lever Fulcrum.

Brake Connection. See Brake Rod.

Brake Connection Pin. Fig. 911. A pin used for con-
necting fcrake rods and levers.

Brake Cord Guide. A guide similar to a signal cord
guide for the air-brake cord, which passes through
cars fitted with automatic air brake apparatus, and
operates the conductor's valve.

Brake Cut-out Cock. Figs. 1300, 1339, 1359. A valve in-
serted in the branch pipe from the brake pipe to the
triple valve, which can be closed and the brakes on that
one car put out of action in case they are not work-
ing properly. The closing of this valve does not
interfere with the operation of the brakes under any
other car in the train.

Brake Cylinder CAir Brake). C, Figs. 285-88; Figs.
1286-98, 1337. A cast-iron cylinder attached to the
frame of the car, containing a piston which is forced
outwardly by the compressed air to apply the brakes,
and when the air pressure is released is returned to
its normal position by a release spring coiled about
the piston rod inside the cylinder. On passenger cars
the brake cylinder is fitted with two heads, the pres-
sure head and the non-pressure head. For freight
cars the brake cylinder and the auxiliary reservoir
are usually combined, the reservoir being bolted to
one end of the cylinder and forming one of the cylin-
der heads. The piston rod of the passenger brake
cylinder, Fig 1286, has a crosshead at its outer end.

to which is attached the c)'linder lever. The piston
rod of the freight brake cylinder. Fig. 1289, is hol-
low and loosely encloses a push rod, which is at-
tached to the cylinder lever. In the vacuum brake a
somewhat similar cylinder is used.
Brake Cylinder Block. A block of wood shaped to fit
over the curved surface of a brake cylinder and act
as a filler between the cylinder and the sill to which
it is attached.
Brake Cylinder Lever. Fig. 489. See Cylinder Lever.
Brake Cylinder Lubricator. Fig. 1398. A device for

lubricating the brake cylinder.
Brake Cylinder Pipe (Air Brake). The pipe which

connects the brake cyUnder with the triple valve.
Brake Cylinder Plate. The steel plate to which a brake
cylinder is bolted and by which it is attached to the
sills.
Brake Cylinders, Cleaning and Lubricating. See Air

Brakes, Cleaning and Testing of.
Brake Dog. A Brake Pawl.
Brake Foot Board. A Brake Step.
Brake Gear. See Air Brakes, General Arrangements

AND Details ; Foundation Brake Gear.
Brake Gear, Foundation. See Foundation Brake Gear.
Brake Guard Rail. 190, Fig. 368. A rail sometimes
placed around the hand brake wheel on box and other
house cars to prevent the brakeman falling off in
case he misses his footing while applying the hand
brakes.
Brake Hanger. 144, Figs. 285-88; 86, Figs. 945, 947 and
966; Fig. 975. A link or bar by which brake beams
and attachments are suspended from a truck frame
or car body. It is attached to the truck or car body
by a brake hanger carrier.
Brake Hanger Carrier. 87, Figs. 947 and 966; Figs. 975
and 977. An eye or L^-bolt, a casting or other fasten-
ing by which a brake hanger is attached to the truck
or body of a car.
Brake Hanger Pin or Bolt. Fig. 975. A pin passing
through the brake hanger carrier and brake hanger
and supporting the hanger.
Brake Head. 142, Figs. 285-88; 83, Figs. 945, 947, 966,
1223-1227 ; 1229. A casting attached to a brake beam
which carries the detachable brake shoe. For appli-
cation to brake beams see Fig. 1154, etc.
Brake Head Gage (M. C. B. Standard). Fig. 2697.
In 1907 a brake-head gage was adopted as standard.
In 1912 a brake-head gage was adopted for gaging
the top and bottom slot in the head.

Brake Head and Shoe (M. C. B. Standard). Figs.
2698-99.
The brake head and shoe shown on this drawing, known
as the Christie brake head and shoe, were adopted as a
standard of the Association, by letter ballot, in 1886, with
the exception of some slight modification in details made
since that date. Drawing revised in 1896, 1898 and 1907.
The revision made in 1896 consisted in the modification
of the designs of brake head and shoe so as to secure
increased clearance at the ends of shoe and equal clear-
ance both above and below the central lug on the back
of the shoe; also, the addition of brackets to support the
lower bridge lug of brake head similar to the brackets
fornierl}' used to support the upper bridge lug. The taper
of the shoe was altered so that it would correspond with
the taper of the standard wheel tread, by increasing the
thickness of the inner edge of the shoe from 1 3-16 inches
to 1 5-16 inches.

31

BRA

CAR BUILDERS' DICTIONARY

BRA

The revision made in 1898 consisted in reducing the
clearance allowed on either side (above and below) the
central lug of brake shoe and adjacent lugs of brake
head from Ys inch to 1-16 inch — the change being made
wholly in the head and no change in the shoe.

In 1907 the drawing was further revised to show only
the standard dimensions of the brake head, and also in
the combined drawing of the brake head and shoe.

The drawing showing the shoe was also revised in part,
as well as the drawing showing the relation of ends of
head and shoe.

In 1908 the projection, top and bottom, at back of
brake shoe, which forms spacer between lugs of brake
head, was increased to 9-16 inch in depth.

In 1909 the center lug, and recess for same, in brake
head was changed so that the width of lug comes flush
with side face of shoe to provide better bearing for cen-
ter lug of brake shoe and also to prevent twisting of head.

In 1910 a standard was adopted that all inserts in brake
shoes must extend in new shoes to a depth equal to at
least one-half of the total shoe depth.

In 1912 the drawing was redrawn.

Brake Hose. See Air Brake Hose.

Brake Jaw. Fig. 1240, etc. Jaws which may be fastened
to standard rods to form brake rods.

Brake Lever (Air Brakes). Fig. 489, 92, Figs. 945,
947, 966, 975, 1237, 1243, 1254. A general term
designating all the levers in the Foundation Brake
Gear. Also a lever used for applying the hand brake
in vestibuled passenger-equipment cars where there
is not room for the use of a brake wheel. See also
Dead Lever, Live Lever, Floating Lever, Cylinder
Lever.

Brake Lever Bracket. A wrought iron knee on the
under side of a car, to which the fulcrum of a brake
lever is sometimes attached.

Brake Lever Bracket Brace. A diagonal wrought iron
brace to stiffen the brake lever bracket.

Brake Lever Clevis. A Brake Lever Fulcrum.

Brake Lever Coupling Bar (Inside Hung Brakes). See
Bottom Connecting Rod.

Brake Lever, Designation of. See Foundation Brake
Gear,

Brake Lever Fulcrum. Fig, 490; 93 Figs, 945, 947, 966;
• Figs. 977, 1255. A forked iron attached to a brake
beam, by means of which a brake lever is con-
nected to the. beam. The form shown in Fig. 977
forms a fulcrum for and also connects the two center
levers of a six-wheel truck. In a trussed metal brake
beam the king post of the brake beam becomes the
brake lever fulcrum. For application of brake lever
fulcrums, see Fig, 1154, etc.

Also a bracket attached to an underframe to sup-
port a brake lever, and to which the lever is held by
a pin in such a manner that it moves about the pin.

Brake Lever Fulcrum Tie Plate. Fig. 490. A U-shaped
plate, riveted at both ends to a plate which acts as
a bracket. The brake lever is inserted in the open-
ing between the two and held in place by a pin pass-
ing through all three. See Brake Lever Fulcrum.

Brake Lever Guide. An iron bar which guides the
upper end of a brake lever. Further distinguished as
live lever and dead lever guides, the latter provided
with pins for readjustment as the brake shoes wear,
and also called a brake lever stop. See Dead Lever
Guide,

Brake Lever Jaw. A Brake Lever Fulcrum.

Brake Lever, Marking of. See Foundation Brake
Gear.

Brake Lever Pin Hole Gage (M. C. B. Standard). Fig.
2700. In 1907 the lever pin hole gage shown on
the drawing was adopted as standard.

Brake Lever Stop. See Dead Lever Guide.

Brake Lever Strut. A brake lever coupling bar or bot-
tom rod connection. ; .

Brake Mast. 14, Fig. 297. See Brake Shaft.

Brake Pawl (Hand Brake). Fig. 494. A small pivoted
iron bar for engaging in the teeth of a brake ratchet
wheel to prevent the wheel turning backward, and thus
releasing the brakes. It is placed in such a position
as to be worked into engagement by the foot or a
brake pawl weight, and out by the foot.

Brake Pawl Carrier. See Brake Pawl and Brake
Ratchet Wheel.

Brake Pawl Weight. Fig. 494. A pivoted casting serv-
ing as a weight to throw up the brake pawl so that
it will engage with the ratchet when the latter is
located on the under side of the brake ratchet wheel.
Also sometimes applied to an eccentric which holds
a pawl against a ratchet wheel.

Brake Pin or Brake Lever Pin. A small metal pin used
in the brake lever connections.

Brake Pipe (Air Brake). P, Figs. 285-88. A pipe ex-
tending from one end of the car to the other under
the car body and connected to the pipes on adjoin-
ing cars by flexible brake hose. The air from the
air pump or compressor is conveyed through the
brake pipe to the auxiliary reservoir under each car.
The brake pipe is normally filled with compressed
air at 70 pounds pressure and the auxiliary reservoirs
with air at the same pressure. A reduction of this
pressure in the brake pipe of from 5 to 20 pounds
causes the triple valves to open communication be-
tween the auxiliary reservoir and the brake cylinder,
so that the compressed air stored in the reservoir acts
on the piston and brake levers and applies the brakes.
This is called a service application. In case the train
parts or a hose bursts, the air is suddenly and com-
pletely released from the brake pipe and the triple
valves automatically apply the brakes as before, only
with more speed and greater power at first. In an
emergency application the full main reservoir pres-
sure of 90 to 110 pounds is turned into the brake
pipe and this increase of pressure causes the triple
valves to open communication from the brake pipe
direct to the brake cylinder, applying the brakes, with
great force and very suddenly. To release the brakes
the brake pipe pressure is restored to normal and
the triple valves equahze the pressures in the auxiliary
reservoirs and the brake pipe, at the same time open-
ing the brake cylinder to the atmosphere and re-
leasing the brakes. This pipe is sometimes called
train pipe, train line, or train brake pipe, but its
proper name is brake pipe to distinguish it from the
signal and steam heating pipes.

Brake Pipe Air Strainer. Figs, 1303, 1358. A wire
strainer inserted in the brake pipe to prevent foreign
matter from entering the brake apparatus under the
car. See also Centrifugal Dirt Collector.

Brake Ratchet Wheel (Hand Brake). 103, Figs. 285-88;
26, Fig, 297; Figs. 494, 1405-7, 1409-10, 1420-21. A
wheel attached to a brake shaft, having teeth shaped
somewhat like saw teeth, into which a pawl engages,
thus preventing the wheel and shaft from running

32

BRA

CAR BUILDERS' DICTIONARY

BRA

backward. In some forms the ratchet wheel has
the ratchet on the under side, instead of on the edge,
the brake pawl being automatically pressed upward
against the teeth by a Brake Pawl Weight, and with-
out being adjusted by the foot of the brakeman. The
brake pawl is pivoted in the Brake Pawl Carrier, the
latter being bolted to the roof of the car.

In 1879 the M. C. B. Convention recommended
that the practice of placing the ratchet gear on a
small platform or brake step be discontinued, and
that it be fastened to a suitable casting on the roof.
Their recommendation has not been universally adopt-
ed, though it is a very common practice.

Brake Rod. Fig. 490; 97, Figs. 94S, 947, 966; Figs. 977,
1251. A rod connecting brake levers and through
which the braking force is transmitted.

Brake Rod Guide. Fig. 492. A wrought iron bracket
attached to an underframe as a support for a brake
rod.

Brake Rods and Levers, Designation of. See Founda-
tion Brake Gear.

Brake Safety Strap. See Brake Beam Safety Hanger.

Brake Shaft. 94 and 95, Figs. 285-88; 14, Fig. 297; 94,
Figs. 320, 368, 374 and 375; Fig. 489. An iron shaft,
usually vertical, and having a hand wheel on one end,
by means of which a chain connected to the brake
levers may be wound on the shaft and the brakes ap-
plied. It is sometimes made horizontal. See also
Safety Appliances, Drop Brake Shaft, and Brake
Staff Height.

Brake Shaft Bearing. 96, Figs. 285-88; Fig. 493. A
metal eye by which a brake shaft is held in its place,
and in which it turns. Sometimes called brake shaft
guide. See Brake Shaft Step, Lower Brake Shaft
Be.aring, Upper Brake Shaft Bearing.

Brake Shaft Bevel Gear Wheel. A bevel gear on the
lower end of the brake shaft engaging with a similar
gear on the horizontal brake chain worm.

Brake Shaft Bracket. Fig. 1411. A support for holding
a brake shaft in its place.

Brake Shaft Chain. 104, Figs. 285-88; Fig. 489. A chain
connecting the brake shaft with the brake levers
through the brake shaft connecting rods, to the end
of which it is attached. The force exerted on the
shaft is transmitted by this chain.

Brake Shaft Chain Sheave. 105, Figs. 285-88. A roller
over which a brake shaft chain passes. A sheave
attached to the end sill for the chain of a horizontal
brake shaft to work in.

A sheave or pulley is sometimes attached to the
end of the hand brake connection and the brake chain,
secured at one end- to the end sill of the car, is
passed around this sheave and back to the brake shaft
winding drum. It thus doubles the power of the
hand brake, but also doubles the amount of chain
to be wrapped and is objectionable from this stand-
point.

Brake Shaft Connecting Rod. A rod which is attached
at one end to a brake chain and at the other to one
of the levers in the foundation brake gear.

Brake Shaft Gear Wheel. A bevel gear wheel attached
to the brake shaft, by which the power applied to
the brake hand wheel is conveyed to a horizontal
winding shaft or worm, called a brake chain guide
casting.

Brake Shaft Guide. See Brake Shaft Bearing.

Brake Shaft Holder. See Brake Shaft Bearing.

Brake Shaft Sleeve. Figs. 1408, 1414-5. That part of a
brake shaft on which the brake chain is wound.

Brake Shaft Step. 98, Figs. 285-88; 97, Figs. 374 and
375; Figs. 492, 1408, 1414. A bearing which holds
the lower end of a brake shaft. It usually consists
of a U-shaped bar of iron, the upper ends of which
are fastened to the car body, with a hole in the bar
which receives the end of the shaft. The brake shaft
step should not be confounded with a brake step,
which latter is a shelf on which the brakeman may
step when applying brakes.

Brake Shaft Step Brace. A wrought iron brace some-
times attached to the brake shaft step to resist the pull
of the brake chain.

Brake Shaft Thimble. An iron bushing attached to the

end of the car to form a bearing for a brake shaft.
Brake Shoe. 98, Figs. 947, 966; Figs. 1258-61. A piece

of metal shaped to &t the tread of a car wheel and

attached by a key or otherwise to a brake block or

brake head. The brake shoe rubs against the tread

of the wheel when the brakes are applied. See also

Wheel Truing Brake Shoe.
Brake Shoe Back. Figs. 1259, etc. Steel backs are

often used for cast shoes to reinforce and strengthen

them.
Brake Shoe Gage (M. C. B. Standard). Fig. 2697. In

1910 a brake shoe gage shown on the drawing was

adopted as standard.
Brake Shoe Key. A key or wedge by which a brake

shoe is fastened to a brake head.
Brake Shoe, Specifications for (M. C. B. Standard).

In 1901 specifications for brake shoes were adopted

as standard as a result of letter ballot. In 1910

they were replaced by the following;

a. Shoes shall be tested for coefficient of friction and

for wear upon the Master Car Builders' Asso-
ciation testing machine, or upon a machine with
equivalent characteristics.

Coefficient of Friction.

b. Shoes shall develop upon the cast-iron- wheel, in ef-

fecting stops from an initial speed of 40 miles per
hour, a mean coefficient of friction of not less than

22 per cent, when the brake-shoe pressure is 2,808 lbs.

16 per cent when the brake-shoe pressure is 6,840 lbs.

c. Shoes shall develop upon the steel or steel-tired

wheel, in effecting stops from an initial speed of

65 miles per hour, a mean coefficient of friction

of not less than
12j4 per cent when the lirake-shoe pressure is 6,840

pounds.
11 per cent when the br;ike-shoc pressure is 12,000

pounds.

d. No limitation is placed upon the rise in coefficient

of friction at the end of the stop.

Shoe Wear.

e. Shoe wear shall be determined upon the cast-iron

wheel by making not less than 100 applications
of the shoe to the wheel, under a pressure of
2,808 pounds, and at a constant peripheral speed
of the wheel of twenty miles per hour. At each
application the shoe shall remain in contact with
the wheel during 190 revolutions of the latter,
and between applications the shoe shall remain
out of contact during 610 revolutions of the wheel.
Under these conditions, the shoe shall lose in
weight not more than 0.8 of a pound for each
100,000,000 foot-pounds of work done.

33

1

BRA

CAR BUILDERS' DICTIONARY

BUF

f. Shoe wear shall he determined upon the steel or

stccl-tircd ivheel hy making not less than ten
stops from an initial speed of sixty-five miles per
hour and under a pressure of 12,000 pounds. Teh
minutes shall intervene between successive ap-
. . plications of the shoe.

Under these conditions, the shoe shall lose in
weight not more than 4.0 pounds for each 100,-
000,000 foot-pounds of work done.

g. When a shoe not entirely metallic in its composi-

tion is tested for wear, its actual loss in weight
shall be increased in the ratio which the density
of cast iron bears to the mean density of the
abraded parts of the shoe, in order to determine
the weight which is to be compared with the
specifications.
2. That the back of the shoe be made to conform to

the gage shown in Fig. 2697.

In 1912 the drawing of the brake head was changed to

show the hanger hole straight with a radius of Yz inch

at each end, to accommodate the straight hanger with

filleted corners.

Brake Slack Adjusters. A device to take up any slack
in the brake gear between the air brake cylinder and
the brake shoe, so that the piston travel shall not be
too great. See Slack Adjuster.

Brake Spool. See Brake Shaft Sleeve.

Brake Spool Step (Logging Cars). A U-shaped strap
inclosing the brake spool, and equivalent to a brake
shaft step.

Brake Spring. See Release Spring.

Brake Staff. See Brake Shaft.

Brake Staff Carrier Iron (M. C. B. Standard), In
1908 a Recommended Practice was adopted to use a
"U"-shaped carrier iron for brake shaft bow for new
cars, so that the half yoke now largely used would
not be extended to new cars. Advanced to Standard
in 1910.

Brake Staff, Height of (M. C. B. Standard). In 1907 a
standard maximum height of brake staff, for stand-
ard box cars, from top of rail to top of brake staff
of 14 feet was adopted.

Brake Step. 100, Figs. 285-88; 25, Fig. 297; Fig. 320. A
small shelf or ledge on the end of a freight car near the
top, on which the brakeman stands when applying the
brake from the top of a car. Also called a brake
footboard. A brake step should not be confounded
with a Brake Shaft Step, which is a bearing for the
lower end of a brake shaft.

Brake Step Bracket. 101, Figs. 285-88; Fig. 492. An
iron- bracket to support a brake step.

Brake Strut. Fig. 1238. A compression bar or strut
between the live and dead levers of a truck with
inside hung brakes. Probably the term brake strut is
more cfimmou than brake lever coupling bar. Brake
strut should not be confused with brake beam strut.
A bottom connection rod.

Brake Treadle (Hand Cars). A lever for applying
brakes with the foot.

Brake Valve (Air Brakes). Figs. 1323-28; 1372-3. The
valve operated by the motornian to apply and release
the brakes. Also called operating valve and motor-
, man's brake valve.

Brake Van (British). American equivalent, caboose,
or baggage car. A covered vehicle in which the guard
(conductor) of a train travels, and which is fitted with
a powerful screw hand brake. On passenger trains it

carries the passengers' luggage (baggage), etc. On
goods (freight) trains it is weighted with pig iron,
and is primarily used as a source of brake power.
Also called guard's van.

Brake Wheel. See Hand Brake Wheel.

Brake Windlass. A term sometimes used to designate
the brake shaft, with all its attached parts.

Brakeman's Step. Fig. 599. A step on the inside of a
wide vestibule for the use of trainmen in applying
hand brakes.

Branch Pipe (Air Brake). Fig. 1264. A pipe extend-
ing from the triple valve to the brake or train pipe.

Branch Pipe Strainer. Figs. 1358, 1363. A strainer used
in the branch pipe.

Branch Pipe Tee (Air Brake). Fig. 1304. A tee used
to connect the branch pipe to the brake or train pipe.

Branding Steel Wheels. See Wheels, Steel; Branding

OF.

Brass. An alloy of copper and zinc. A term commonly
used to designate a Journal Bearing.

Bridge. In car construction the term bridge means a
timber, bar or beam which is supported at each end.

Bridging (Passenger Equipment Car Framing). Short
transverse distance blocks between the sills of an un-
derframe to keep the sills from displacement or buck-
ling. A sill tie rod is usually employed to keep the
sills drawn tightly against the bridging. It is toe-
nailed and sometimes tenoned into the sills with small
tenons.

Broad Gage. A term applied to a gage when the dis-
tance between the head of the rails is greater than
4 ft. 9 in. See Narrow Gage, Standard Gage.

Broiler and Oven. Figs. 1575-6, 1579. Those illustrated
are adapted for use in parlor and buffet cars and use
gas as a fuel.

Bronze. An alloy composed of copper and tin, some-
times with a little zinc and lead.

Brush. A device bearing on an armature, and through
which current is supplied to an electric motor and
received from an electric dynamo or generator.

Brush Holder. A support for the brushes of an electric
motor, providing by means of springs for a constant
pressure of the brushes on the commutator.

Brush Rigging. Figs. 2305-06. The apparatus pertain-
ing to the brushes of a motor or generator.

Bucker (Electric Lighting). A machine somewhat like
a small dynamo which has a field and a revolving
armature and which is used for automatically main-
taining a constant predetermined voltage in the lamp
circuit regardless of the speed of the dynamo or the
demand for lights.

Buffer. Figs. 524-535. An elastic apparatus or cushion
attached to the end of a car to receive and absorb the
shocks caused by other cars running against it. The
term is generally applied to those attachments in
which springs are used to give the apparatus elasticity.

Buffer Beam (Freight Cars). See De,\d Wood.
(Passenger Cars.) See Platform End Sill.

Buffer Beam Extension. 22, Fig. 410. A buffer block
on the platform' end sill of a passenger car.

Buffer Block. 32, Figs. 320, 374, 375. Usually one of a
pair of buffing devices placed on either side of the
coupler to receive severe shocks and prevent damage
to the car. It also acts in the same capacity as a
Dead Wood, the latter sometimes being termed Buffer
Block. See Dead Wood.

34

BUF

CAR BUILDERS' DICTIONARY

CAM

Buffer Block Face Plate. A metal plate bolted to the
face of a wooden buffer block or dead wood to pro-
tect the wood from wear. Usually called striking
plate.

Buffer Plate (Passenger Equipment Cars). An iron or
steel plate (usually bolted to the end of the buffer
stems) which bears and rubs against the opposing plate
of the next car of the train. The vestibule face plate
is bolted or riveted to, and carried by, the buffer plate.

Buffer Safety Lug. A projecting horn cast on top of
freight couplers to bear against a buffer block and
relieve the draw gear from excessive compressive
strains. Coupler Horn is the more common name.

Buffer Shank. The square part between the buft'er head
and buffer stem.

Buffer Sill. Figs. 524-526. See Buffer and Platform
End Sill.

Buffer Spring (Passenger Equipment Cars). The
springs that resist the compression of a train or the
impact when they come together as in coupling. In
passenger equipment this thrust is not taken by the
drawbar alone, but by the buffers, which transmit it to
the buft'er springs, which absorb or transmit it to the
car body.

(Freight Cars.) A draft spring.

Buffer Stem (Three-Steni Couplers). The round bar
which passes through the buffer springs. The term is
sometimes applied to the buffer bar, which includes the
round stem and the square shank.

Buffer Stem Guides. Iron bushings inserted in the
platform end sill, in which the buffer stems work.
They are to protect the wood from aljrasion and wear.

Buffet Car. Figs. 174, ISS, 187. See Car, M. C. B. Class ,
D. B. The cars in which a buft'et is most used are
parlor, sleeping, observation, library and smoking cars,
and in such cases the cars are termed buffet-sleeping,
buffet-observation, or observation-buffet, buffet-library
and buffet-smoking cars.

Buffing Sub-Sill. A sub-sill bolted to the center sills
on the underside and formin,g a continuous buffing
sill in conjunction with the draft timbers. They are
bolted and keyed to the center sills with key blocks
and bolts. Also called back stop timber.

Bulkhead (Refrigerator Car). Fig. 837. A partition
which separates the ice chamber from the part of the
car in which the lading is placed.

Passenger Equipment Cars. Figs. 1451 and 1455. A
partition which divides the car into rooms or com-
partments.

Bull's-Eye. A convex .glass lens, which is placed in
front of a lamp to concentrate the light so as to make
it more conspicuous for a signal.

Bumper. A term sometimes used to desi,gnate a buffer.

Bunk. A rough form of sleeping berth permanently
built against the side of a car.

(Logging Cars.) Fig. 1080. A cross piece similar
to a body bolster, on which timber is loaded.

Bunk Apron. A board attached to the deck sill of a
sleeping car and projecting below it to cover the edge
of the upper berth when it is closed. In the later
sleeping cars it is not used.

Bunk Panel. 21, Figs. 1458 and 1459. /\ panel below
the cornice and behind the upper berth in sleeping cars,
shutting off the upper part of the side windows.

Bunk Truss (Logging Cars). An iron strap to stiffen
the bunk.

Burlap. A coarse canvas used in upholstery.

Burner. "That part of a lighting apparatus at which
combustion takes place." — Knight. Fig. 2239. See
Lamp Burner.

Burner Cock (Pintsch System of Gas Lighting). Fig.
2111. A cock used for wall lamps. It is opened and
closed with a key.

Bushing. Usually a metal cylindrical ring which is
inserted in an opening and forms a bearing for some
other object, as a shaft or valve. Often contracted to
bush.

(Pipe Fitting.) A short tube with a screw cut
inside and outside, used to screw into a pipe to reduce
its diameter. Generally, a bushing has a hexagonal
head by which it is turned, and is more commonly
termed reducer.

Business Car. Figs. 152, 155, 251. A term frequently
applied to a car used by railway officials while travel-
ling. See also Car, M. C. B., Classes CB and PV,
and Private Car.

Butt Hinge. Figs. 1828, 1829, etc. A hinge for banging
doors, etc., wliich is fastened with screws to the edge
of a door, so that when the latter is closed the hinge is
folded up between the door and its frame. A hinge
the two parts of which are so fastened together that
they cannot readily be detached is called a fast joint
butt hinge. A loose pin butt hinge (Fig, 1828) is one
having a removable hinge pin, and a loose joint butt
hinge (Fig. 1829) is one with which the doors may be
lifted off of the hinges when desired.

By-Pass Piston (Triple Valve). 25, Fig. 1275.

By-Pass Valve. Fig. 1936. A valve which, either
through manual control or automatically, will pass a
gas or fluid through a direct route or an alternate
route, as maj' become necessary in connection with the
operation of the particular apparatus to which it is
applied.

(Triple Valve.) 27, Fig. 1275.

c

Cabin Car. Figs. 119-25, 382-86. A term sometimes ap-
plied to Caboose Cars, but more particularly to the
four-wheel type. See Caboose.

Cabin Door Hooks. Fig. 1669. See Door Hook.

Cabinet Lock. Figs. 1657-1659. It may be applied either
to the inner edge of the door or drawer or be set into
a mortise. Cabinet locks vary from the cheapest type
to the pin-tumbler type which gives the highest pos-
sible securit}-.

Caboose or Caboose Car. Figs. 119-125 and 382-386. A
car which is attached to the rear of freight trains for
the accommodation of the conductor and trainmen, and
for carrying the various stores, tools, etc., required on
freight trains. Sometimes called conductor's car,
cabin car, train car, way car or van. See C.\k, m.
C. B. Class N, and Way Car.

Caboose Deck or Cupola Lamp. Figs. 1890, 1898, 1905,
1908. A signal lamp used in a caboose cupola.

Cafe Car. Figs. 178. 179, 245, 24(j. A passenger equip-
ment car having a kitchen, usually in the center, and
one end arranged as a cafe or dining room, the other
being generally fitted for use as a parlor or smoking
room. See Car, M. C. B. Class DC.

Cafe Coach. A combined day coach and cafe car. See
Kitchen Car.

Cafe-Parlor Car or Parlor-Cafe Car. A combined cafe
and parlor car.

Cam. A device used to cr.n\-ert rcitary into reciprocat-
ing motion; conmionlv an eccentric disc.

35

CAM

CAR BUILDERS' DICTIONARY

CAR

Camber. The upward deflection or bend of a beam,
girder, or truss.

Candelabra. Figs. 2499, 2503. A term applied to an
ornamental lamp; sometimes shaped like a candle
stick.

Candle. A special candle of large diameter called car
candle was at one time used for lighting passenger
cars and burned in Candle Lamps.

Candle Bracket Lamp (Pintsch System). Fig. 2121.
For use in emergency, as in case gas gives out. May
be attached to wall or to any center lamp at will.

Candle Lamp. A lamp for burning candles, sometimes
elaborated into a chandelier with two or three burners.
Candles, however, are now almost never used except
in emergency bracket lamps, to be used when the gas
or electric lights fail.

Canopy. See Lamp Canopy. A term sometimes applied
to the Smoke Bell of a lamp. A platform hood is
sometimes called a canopy.

Cant Rail (British). American equivalent, plate. A
horizontal timber running along the top of the up-
right pieces in the sides of the body, and supporting
the roof and roof timbers. Its upper edge is cut to

Cantilever. Fig. 495. A term sometimes, but not
desirably, applied to a Cross Bearer. See Cross
the bevel of the roof; hence its name.
Bearer.

Cantilever Cover Plate. Fig. 495. See Cross Bearer
or Cross Tie Cover Plate.

Cantilever Diaphragm. Fig. 496. See Cross Bearer
Diaphragm.

Cantilever Truss (Overhang of Underframe). An in-
verted truss which bears upon the side sill directly
over the body bolster. The inner end is connected
by a tie rod to the inner end of the truss at the
other end of the car body, while the outer end sup-
ports the overhang of the underframe by a vertical
tie rod and by a diagonal brace rod similar to the
overhang truss rod of the old Pullman wooden fram-
ing.

Canvas. A coarse cloth, made of cotton, used for up-
holstering seats, and sometimes for the finish of the
ceiling of passenger cars when it is painted or other-
wise decorated. Roofing canvas is also used for cover-
ing passenger equipment cars.
Car. A vehicle used on railways for the transportation
of passengers or material.
M. C. B. Recommended Classification of Cars. In 1910
a committee considered the question of harmonizing the
terms used in designating the different kinds of cars in
each class according to their physical requirements and
submitted the following definitions, which were adopted
by letter ballot as Recommended Practice.

In 1912 the designations RS, RA, RB, VS and VA were
adopted.

DEFINITIONS AND DESIGNATING LETTERS OF GENERAL SERVICE

PASSENGER EQUIPMENT CARS.

CLASS B.

"BA" — Baggage Car. A car run in passenger service,
having wide side doors for the admittance of baggage,
with or without windows or end doors.

"BE" — Baggage Express. A car similar to baggage, used
for either baggage or express matter.

"BH" — Horse or Horse and Carriage Express. A car
run in passenger service for the transporting of fine stock,
fitted with stalls (movable or stationary) and space left for
carriage or horse equipment.

"BR" — Refrigerator Express. A car run exclusively in
passenger service and fitted with ice bunkers or boxes, and
suitable to carry produce, oysters, fish or any commodity
requiring icing in transit.

"BX"— Express Car. Exclusively for express matter,
having suitable side doors, with or without end doors or
windows.

CLASS c.

"CA"— Combined Car, Baggage and Passenger. A car
having two compartments, one suitable for transporting
baggage, the other fitted with seats for passengers, the two
compartments separated by bulkheads.

"CS" — Combined Smoking and Baggage Car (Club Car).
A car having two compartments, separated by bulkheads,
one compartment suitable for transporting baggage, the
other fitted with seats or chairs and used as smoking car;
at times equipped with buffet or bar.

"CO" — Combined car having three separate compart-
ments, separated by bulkheads, one compartment suitable
for transporting baggage, one for mail fitted with suitable
apparatus for sorting and classifying mail, and the other
fitted with seats for the transportation of passengers.

"CB" — Business Car. A special type of car for the con-
venience of business men, used as smoker and fitted with
tables or desks, carrying stationery and fitted with type-
writers and carrying regular stenographers.

CLASS D.

"DA" — Dining Car. Regular dining car, for the use of
passengers in transit, fitted with regular kitchen, tables,
chairs or seats, with or without bar, carrying cooks and
waiters.

"DB" — Buffet Car. Car for the transportation of pas-
sengers and fitted with small broiler or buffet to serve
simple meals to passengers ; cooking and serving done on
removable tables by regular porter in charge of car. With
or without facilities for serving liquor.

"DC" — Cafe Car. A car fitted with kitchen, usually in
center of car, one end used as cafe where meals are served,
also liquor and smoking allowed, the other end of car
fitted with either regular dining room or smoking and
card room ; carrying cooks and waiters.

"DG" — Grill Room Car. Very similar to cafe car.

"DO" — Cafe Observation Car, Car fitted with cafe at
one end, kitchen in center or extreme end, having obser-
vation compartment fitted with stationary or movable tables
and observation platform at rear.

"DP"— Dining and Parlor Car. A car fitted with dining
compartment, kitchen and compartment for passengers,
fitted with chairs, stationary or otherwise, carrying regular
cooks and waiters.

CLASS E.

"EA"— Electric Street Railway Service Car, direct cur-
rent, for transportation of passengers; without automatic
couplings.

"EP"— Electric Passenger Car, for long hauls or sub-
urban service, multiple unit and fitted with automatic
couplings and air brakes. Third rail, trolley or pantagraph
contact.

"EB"— Electric Baggage Car, for long hauls or suburban
service, multiple unit with automatic couplings and air
brakes and suitable for the transportation of baggage.
Third rail, trolley or pantagraph contact.

"EM"— Electric Mail Car, for use in United States Mail
Service, fitted with side doors, with or without mail hook,
and suitable apparatus for the sorting and classifying of
mail en route. With or without end doors or windows.

"EC"— Electric Combined. A car for long hauls or
suburban service, multiple unit with automatic couplings
and air brakes. This car is made up of two compart-

36

CAR

CAR BUILDERS' DICTIONARY

CAR

ments, separated by bulkhead, one suitable for the trans-
portation of baggage and the other fitted with seats or
chairs for the use of passengers. Third rail, trolley or
pantagraph contact.

"EG" — Gasoline Motor Propelled Car, for inspection or
private use, or use in suburban service, hauling one or
more trailers.

"ED" — Gasoline Motor Car. Gasoline engine or engine
serving to run dynamo to furnish electricity for axle
motors. Car to be used for inspection, private use, or as
motive power to haul trailer or trailers ; fitted with storage
cells and with or without booster.

CLASS M.

"MA"— Postal Car. For use of United States Mail
Service, fitted with side doors, with or without mail-bag
hook, and having suitable apparatus for the sorting and
classifying of mail in transit, with or without end doors
or windows.

"MB" — Baggage and Mail. A car having two compart-
ments, one for baggage and one for mail, separated by
bulkheads ; the mail end fitted with suitable apparatus for
sorting and classifying mail, and with or without mail-bag
catchers, with or without end doors or windows, and
having suitable side doors.

"MP" — Postal Car. Suitable for transporting news-
papers or large mail packages for United States Mail Ser-
vice, having side doors and fitted with stanchions, with or
without end doors or windows.

"MR" — Postal Storage Cars. For United States Mail
Service, suitable to carry mail in bulk, without appliances
for sorting or classifying, fitted with side doors and stan-
chions and with or without end doors or windows.

"MS" — Mail and Smoker. A combined car having two
separate compartments, separated by bulkheads, one com-
partment suitable for the transportation, sorting and classi-
fying of mail, the other fitted with seats or chairs to be
used by passengers as smoking cars.

CLASS p.

"PA" — Passenger Car. A car for ordinary short haul
suburban service, with seats and open platforms.

"PB" — Passenger Car. A vestibule (wide or narrow)
car for through service, fitted with seats or reclining seats,
and having toilet rooms for men and women, also wash
basins.

"PE" — Emigrant or Colonist Car. A second-class pas-
senger car, with floors either bare or fitted with matting,
used expressly for emigrant trade on trains where low rate
of fare is charged.

"PS" — Sleeping Car. A car for passenger service having
seats that can be made up into berths, and usually having
one or more separate stateroom compartments, also toilet
and washroom facilities for men and women, and smoking
compartment for men. Some cars of this class are all
compartments, and some compartment and observation
combined.

"PN" — Passenger car used exclusively as smoking car,
with seats or chairs and fitted with cuspidors or having
matting or bare floor.

"PO" — Observation Car. A car having observation com-
partment at one end and fitted with either berth facilities,
parlor chairs or compartments, usually run in first-class
service.

"PV" — Private cars used as officers' or private individu-
al's car and railroad pay car — usually composed of sleeping
compartments, dining corpartments, observation end and
with kitchen, servant's quarters and toilet and bathroom.

"PT" — Tourist Car. A second-class sleeping car, fitted
usually with cane seats convertible into berths and used
mostly on trans-continental trains ; cars fitted with smoking

compartment, toilet and washroom.

"PC" — Passenger, Parlor or Chair Car. A car fitted
with individual stationary or movable chairs, used on
trains for dayUght runs and having toilet and washrooms.

CLASS I.

"lA" — Instruction Cars for use of employees, usually
run from one point to another in passenger trains.

Note. — If it is so desired, a small letter "E" can be
placed after the larger designating letters to indicate elec-
tric lighting, and small "G" for gas lighting, also figures
showing approximate length of car or length of baggage
or mail compartment.

GENERAL SERVICE FREIGHT EQUIPMENT CARS.

CLASS X.

"XM" — Box Car. General service, suitable to lading
which should be kept from the weather. A box car is a
closed car having side and end housings and roof, with
doors in sides or sides and ends.

"XA" — Automobile Car. Box car of similar design to
general service car, having exceptionally large side doors
or end doors.

"XF" — Furniture Car. Box car of similar design to
general service car, except usually greater capacity in
cubic feet.

"XV" — Box Car, Ventilated. Similar to ordinary box,
only having ventilation, and suitable for the transportation
of produce or other foodstuffs not needing refrigeration.

CLASS R.

"RA" — Meat and Provision Refrigerator. A car
equipped with insulation and brine ice tanks without
ventilating devices.

"RB" — Beer and Ice Refrigerator. A car with body and
doors equipped with insulation, having no ice tanks or
ventilating devices.

"RM" — Refrigerator or Produce Car. A car suitable
for carrying commodities that need icing in transit. This
car is equipped with two or more ice bunkers or baskets
and suitable means for draining off melted ice or briny
water. This car has side and end housings, roof and side
doors, usually insulated, with trap doors in roof for admit-
tance of ice and salt; also water seals inside of car.

"RS" — Standard Refrigerator. A car equipped with in-
sulation, ice tanks and ventilating devices.

CLASS V.

"VA" — Vegetable Ventilator. A car equipped with in-
sulation, but having common box car end and side doors
which afford no protection against heat or cold.

"VS" — Standard Ventilator. A car equipped with in-
sulation, including insulated side, end and top openings,
and ventilating devices without ice tanks.

CLASS s.

"SM" — Stock Car. This car is for transportation of
stock on the hoof, and is equipped with roof, slatted sides
and side doors, and single or double deck. With or with-
out feed or feed and water troughs.

"SD" — Stock Car. Composite having drop doors in
floor and means of housing in sides and making drop-
bottom box car.

"SP" — Stock Car. Used in poultry trade, fitted with
roof and sides usually of wire netting, fitted with shelves
for storing crates of poultry and leaving space for poultry-
men, feed bag and watering facilities.

CLASS G.

"GA" — Gondola Car. This car has sides and ends ; open
at top, and drop bottom ; suitable for general coal or ore
trade, stone or general trade.

37

CAR

CAR BUILDERS' DICTIONARY

CAR

"GE" — Gondola car having drop bottoms and drop ends ;
suitable for general coal or ore or mill trade.

"GC" — Gondola Coke Car. Gondola car fitted with coke
racks and having drop bottoms.

"GD" — Gondola car having side-dump arrangement.

"GM" — Gondola Car. Suited to mill trade, having solid
bottom, low sides and drop ends to facilitate twin ship-
ments.

CLASS H.

"HM" — Hopper Car. Similar in general design to gon-
dola car, having sides and bottom ends and open at top,
equipped with hopper bottom and self-cleaning.

"HT" — Hopper (Twin). Similar to ordinary hopper,
only equipped with two or more hopper doors instead of
one.

"HD" — Hopper car equipped with side-dump hoppers.

"HC" — Hopper car equipped with coke racks.

CL.\SS F.

''Fj\I" — Ordinary flat car for general service. This car
has flooring laid over sills and without sides or ends.

"FG"' — I'lat or gun truck car for special transportation
of heavy ordnance

"FW" — Flat well-hole car for special transportation of
plate glass, etc. This car is a flat car with hole in middle
to enable lading to be dropped down on account of
clearance limits.

"FB" — Flat car having skeleton superstructure, suitable
for carrying barrels, known as "Barrel Rack Car."

"FL" — Flat logging car or logging truck. This is either
an ordinary flat car, or car consisting of two trucks fitted
with cross supports over truck bolsters ; the trucks con-
nected by a skeleton of flexible frame and logs loaded
lengthwise on cross supports.

"TM" — Tank car for general service. This car is for
general oil or liquid service, and consists of a steel tank
mounted on frame or mounted directly on cradles over
truck bolsters. It is equipped with one or two safety
release valves, and is emptied by valves or valve at bot-
tom. At the top is a dome, with or without manhole, and
openings through which the tank may be filled.

"TA" — Acid Tank. Of same general construction as oil
tanks.

"TG" — Tank car having glass or glass-lined tanks, for
use in hauling mineral waters and other special products.

"TS" — Tanks for special commercial service.

■'TW" — Tank car having wooden tank, instead of steel,
and used for water, pickles, etc.

CLASS N.

"NM" — Frei.ght train service caboose for convenience of
trainmen. This caboose is mounted on four wheels and
has lookout at top over roof. It is fitted with hunks or
benches and a stove for cooking and heating purposes,
also tank for storage of drinking and washing water, and
small tool storage bo.xes.

"NE" — Caboose mounted on eight wheels and longer
than four-wheel caboose, but of the same general design.

CLASS y.

"YM" — Yard Poling Car. This car used in hump classi-
fication and flat-yard classification. This car is usually
fitted with small house or protection and benches, tool box
and stove, a counterweighted pole on each side and running
board or step near the ground for convenience of yardmen.
It is protected with safety appliances and, when in use,
coupled to an engine.

"YA" — Yard pick-up car for use of car droppers and
yardmen in performance of their duty. It might be

termed a "Car Dropper's Car." It is protected by house,
around which runs a platform and railing, a long running
board on sides near ground and is fitted with benches, tool
box and stove.

Note.— The capacity of car can be shown by affixing two
figures after designating letter: for instance, "80" would
mean 80,000 pounds capacity; "10" would mean 100,000
pounds capacity; "60" would mean 60,000 pounds capacity.
Where tanks are in question the capacity numbers should
indicate capacity in gallons instead of pounds.

GENERAL SERVICE MAINTENANCE OF WAY
EQUIPMENT CARS.

"MWB"— Ballast Cars. All descriptions of cars used
for the purpose of carrying ballast for the laying of new
right of way and repairs. The car used generally for this
work is of the gondola type, with side or center dump.

"MWD"— Dump Cars. On the type of contractors' car
used for building up fills ; the body of the car dumps, being
raised by means of counterweight, air or hand power.

"MWF" — Flat Car. Used for transporting rails, ties or
ballast and for storage of wrecking trucks, or gathering
scraps along right of way. These cars are at times
equipped with low sides, about 10 or 12 inches high.

"MWS" — Steam Shovel. Car equipped with donkey en-
gine housed in. Having a boom of wood or steel and the
end of which is a shovel or scoop. It may be propelled by
its own power or by means of a locomotive and run as a
car in freight trains, being equipped with safety appli-
ances. The cubic capacity of shovels, in yards, can be in-
dicated by figures after classification letters.

"MWW" — Wrecking Derrick. A derrick used for
wrecking purposes, having donkey engine to raise and
lower booms and hoists ; engine housed in and on separate
platform with boom, is pivoted in center of car frame in
order that it can be worked on either sides or ends;
usually fitted with anchor beams to be used tor heavy
lifting. Fitted with safety appliances and propelled by
means of locomotive. Lifting capacity in tons shown by
means of figures.

"}>IWU" — Wrecking Derrick. This derrick has boom
and hoist fitted to frame of flat car and lifting done by
means of hand power ; propelled by locomotive.

"MWV" — Wrecking Derrick. This derrick has boom
and hoist fitted to flat car and drum at one end to
furnish means of hoisting; steam furnished to donkey
engine, running drum, by means of flexible steam line
from attached locomotive; propelled by locomotive.

"MWT" — Tool and Block Car. A car used for carrying
all descriptions of tool equipment and blocking. This car
has side and end housings and roof, also end platforms.
There arc doors in sides and ends and usually windows.
It is fitted inside with proper racks and boxes for storage
of tools.

"MWC" — Caboose and Tool Car. Similar to tool car,
but having one end fitted up as a caljoose, with bunks,
stove and water storage, with or without lookout, and is
used in either work or wrecking trains.

"MWH"— Hand Car. This car is flat and mounted on
four wheels and propelled by means of pushing; known as
"Push Car."

"MWL" — Hand Car. This is a small flat car, with or
without seats, mounted on four wheels and propelled by
means of cranks or hand levers.

"MWG"— Section Gang or Track Inspection Car. Flat
car, with or without seats or tool boxes, and equipped with
single or double cylinder gasolene engine serving as motive
power.

Car Axle. 2, Figs. 947, 966. A shaft made of wrought
iron or steel to which a pair of car wheels is attached.

38

CAR

CAR BUILDERS' DICTIONARY

CAR

The wheels are usually rigidly fastened to the axle by
making a hydraulic press fit. The following are the
names of the parts of an axle : Center of Axle, Neck
of Axle, Wheel Seat or Fit, Dust Guard Bearing, Col-
lar, Journal.

In a few cases in steam railroad service where roller
bearings have been used the axle does not rotate but
is fixed and the wheels turn on the roller bearings,
Figs. 1022-1024. See also Axle.

Car Box. A Journ.al Box.

Car Closet. See Dry Closet and W.vter Closet.

Car Discharge Valve (Train Air Signal Apparatus).
Fig. 1320. A valve placed in the end of the car and
connected with the signal cord. When the cord is
pulled the car discharge valve is opened and air
escapes, resulting, through the construction of the
apparatus, in the blowing of the signal whistle in the
locomotive or motorman's cab. See Train Air Sign \l
App-\r.\tus.

Car Door Sheave. See Door She.we.

Car Drain Cup (Air Brake). An attachment to the
brake pipe of a car to collect the water of condensa-
tion, which is drawn off from time to time through a
hole at the bottom closed by a plug ; it is usually com-
bined with an air strainer and so called.

Car Filler's Lantern (Pintsch Gas Lighting). Fig. 2372.

Car Heater. Figs. 2044, 2096, 2104. Any apparatus for
heating cars by convection ; that is, by conveying hot
water, steam or warmed air into, or through, the car.
It generally refers to any arrangement for warming
cars other than stoves. With most steam heating sys-
tems the steam is taken from the locomotive, but in
many cases a heater is supplied to the car to take care
of emergencies. See B.\ker C.-vr He.ater.

Car Inspectors, Rules for Examination of. See Ex-
amix.\tion of Car Inspectuks.

Car, Lettering. See Lettering C.xr.s.

Car Moldings. See Moldings.

Car Receptacle. Fig. 2369. A device placed on a car
for use in charging storage batteries. The connector
shown in Fig. 2374 carries the current from the
charging plug. Fig. 2370, to the car receptacle, from
which it enters the batteries.

Car Replacer. Figs. 2644-48; 26-SO. A device for getting
a derailed truck back on the track. It usually consists
of an inclined plane or a curved surface, by which the
wheels are raised when the car is pulled so that the
flange of the outside wheel can ride upon and over the
rail.

Car Roof. 86, Figs. 285-88; 35, Fig. 383; Figs. 405, 490,
859-887. A covering for a car supported by carlines
and purlins. Several types of roofs are used on freight
cars. A double board roof may be built, with or with-
out felt or other material between the boards. Inside
metal roofs are formed of metal protected by a cover-
ing of roughly matched boards. Outside metal roofs
have a metal covering over a single layer of roof
boards. Metallic or all-metal roofs use metal only in
their construction. See Plastic Car Roof.

Passenger car roofs are usually covered with can-
vas, tin, galvanized iron or steel sheets. See Arched
RooF, "A" Car Roof.

Car Seal. A device to secure freight car doors against
opening by making it impossible without destroying the
seal.

Car Seat. Figs. 1510, 1512-64. The complete set of fix-
tures on which passengers sit in a car. It ordinarily

consists of a seat frame, seat cushions, seat back, arm
rest, foot rest, and their attachments. Ordmarily, the
seats in American cars are placed crosswise of the car,
and are made for two passengers. The backs of the
seats are generally made reversible. The seats of par-
lor cars are commonly called chairs, and are usually
revolving. In private and parlor cars, sofas, placed
longitudnially against the side of the car, are some-
times used. In order to give an inclination to the
seats which makes them more comfortable, various
devices have been introduced. See Glideover Se.\t,
Parlir Car Ch.mr. Reclining Chair. Reversible Car
Seat, Rocker C-\r Seat, Walkover Seat.

Car Seat Moldings. j\Ietal bands, usually used to finish
seat backs. See Moldings.

Car Signal Valve (Train Air Signal Apparatus). A
Car Discharge Valve.

Car Sills, Uniformity for Section of. See Sills, Uni-
formity for Section of.

Car Spring. A general term applied to springs on which
the weight of a car rests. See Bolster Spring, Ellip-
tic Spring, Spiral Spring, Spring.

Car Steps. See Platform Steps.

Car Washer. .-V brush made for washing the outside of
passenger cars.

Car Wheel. 28, Fig. 297; Figs. 1115-1153. See AVheel.

Carburetor. Fig, 2208. See Vapor System.

Card Rack. A small receptacle on the outside of a
freight car to receive cards giving shipping directions.

Carline. 81, Figs. 285-88. 368; 18, Fig. 383; 82, Figs.
374-75; 35 and 36. Fig. 410; Fig. 495; 2. Fig. 859;
Figs. 861, 877, 881, 883-86. A bar of wood or iron
which extends across the top of a car or from one
side to the other, and which supports the roof. In
passenger cars carlines are divided into main carlines,
passing entirely across the car ; short carlines or deck
carlines, which are confined to the upper deck, and
rafters, which are confined to the lower deck. The
main carlines are usually compound, i. e., built up of
wood and iron. They sometimes pass directly from
side to side of the car across and under the upper
deck, when they are termed continuous or straight
carlines, but usually they are bent to the outline of the
clear story and are termed profile carlines. Other car-
lines having special names are : Compound Carline,
End Carline, Platform Hood Carline, Platform
Roof Carline. Platform Roof End Carline.

Carline Knee Iron. An angle iron which connects the
end carline to the plate. Also termed inside corner
iron.

Carpet Eyelet. Figs. 1570, 1571. See Eyelet.

Carpet Knob. An Eyelet Nail.

Carriage Bolt. A bolt made square under the head so
as to prevent it from turning when in its place. They
have button-shaped heads and are used for fastening
wooden pieces together.

Carrier Iron, Brake Staff. See Brake Staff Carrier
Iron.

Carry Iron. See Drawbar Carry Iron, Draft Gear
Carry Iron.

Carrying Case (Fusees and Torpedoes). Fig. 1915. A

metal receptacle sometimes kept in cabooses for the

use of flagmen.
Cartridge (Acetylene Gas Lighting). Fig. 2244. A

cylinder used for holding carbide in the generation of

the gas.

39

AS

CAR BUILDERS' DICTIONARY

CEN

asing. See Window Casing.

ast Steel Bolsters, M. C. B. Specifications for.

Bolster Specifications.

See

:aster. Fig. 1493. A small wheel on a swivel attached
to furniture and on which it is rolled on the floor.,

aster Holder (Dining Cars). A shelf or tray for
holding bottles of condiments.

:asting. Any piece of metal which has been cast in a
mold.

atch. A device to prevent a gate, door or window
from opening.

atch Lever (Three-Stem Coupler). A crank lever
passing vertically through the catch, by means of
which it is caused to release the knuckle for un-
coupling.

Jatch Spring (Three-Stem Coupler). A coiled spring
on the catch spring bolt operating the catch.

battle Car. More properly Stock Car.

Veiling. The inside or under surface of the roof or
covering of a car. This term is sometimes used to
mean Sheathing. The ceiling of a passenger car is
generally termed Head Lining. Deafening Ceiling
is boarding under the sills of a car, the space between
it and the floor being either left empty or filled with
shavings or some similar substance to deaden the noise
of the wheels. See Agasote, Head Lining, Lignomur.

ileiling Furring. Strips or pieces fastened to the car-
lines overhead, to which the paneUng or veneering of
the ceiling is applied.

Veiling Hook. Fig. 1853.

filing Veneers. Thin boards with which the ceilings
of passenger cars are covered. The term is also
misapplied to the thin preparations of papier mache
etc., in imitation of natural wood veneers. See
Veneer.

^ell. Figs. 2326, etc. An electro-chemical device for
producing electrical energy, consisting of two metaloid
elements immersed in a liquid electrolyte. When the
two plates are connected by an exterior conductor a
current of electricity is caused to flow from one ele-
ment to the other through the liquid electrolyte and the
exterior circuit. Such a device is called a voltaic or
primary cell. A group of such cells connected is called
a battery and a single cell is also commonly referred to
as a battery. The parts of the elements are referred to
as a plate or electrode. See Storage Battery.

>nter Axle Guard. Fig. 976. The axle guard for the
center axle of a six-wheel truck. See Axle Guard.

>nter Bearing. The place in the center of a truck
where the weight of the body rests. A body center
plate attached to the car body here rests on a truck
center plate attached to the truck. The general term
center bearing is used to designate the whole arrange-
ment and the functions which it performs, in distinction
from Side Bearing. See also Center Plate.

Center Bearing Arch Bar. 66 and 67, Fig. 966. See
Center Bearing Bridge.

Center Bearing Beam. See Center Bearing Bridge.

>nter Bearing Bridge (Six-Wheel Trucks). 66 and
67, Fig. 966. A structure formed by the top and bot-
tom center bearing arch bars to support the center
plate block or center bearing beam and transmit the
weight of the car to the bolsters, on which its ex-
tremities rest.

!)enter Block Column. A column placed on top of

the center plate block or bearing beam, and between it
and the center bearing arch bar.

Center Buffer Spring. A spiral spring situated above
the draft springs in some forms of passenger draft
gear and intended for buffing purposes only.

Center Buffer Stem. See Buffer Stem.

Center Compression Beam Brace. In wooden passenger
equipment car framing, a brace for the compression
beam in the center of the side truss.

Center Counterbrace. A counterbrace in the body of

the car between the trucks, to stiffen a compression

beam brace. See also Counterbrace.
Center Cross Beam. A cross timber framed into the

two intermediate sills of a coal or ore car, to which

the center doors are hung.

Center Cross Beam Cap. A cap piece to cover the
center cross beam.

Center Cross Tie Timber. A cross tie timber in the
middle of a car, generally placed between the double
drop doors of a gondola car.

Center Door Rail. See Middle Door Rail.

Center Draft Drawbar. A drawbar which is connected
directly with the king bolt of a truck. It is a style
specially designed for use on the very sharp curves
(of 90 and 100 ft. radius) of elevated railroads and
subways, and is confined to those lines. Sometimes
termed radial draw gear.

Center Draft Tube (Argand Lamp). The hollow pas-
sage for air in the center of the burner.

Center Dump Car. Figs. 32-34, 36, 39, 309, 311, 312, 314,
326, 327. A car which will discharge its entire load
between the rails. See also Convertible Car.

Center Floor Timbers. The Center Sills.

Center Frame. Figs. 1096 and 1097. See Truck Center
Frame.

Center Girth. See Door Center Girth.

Center Lamp. Figs. 2526, etc.

Center Pin or King Bolt. 18, Figs. 285-88, 374, 375; 32,
Fig. 383. A large bolt which passes through the center
plates on the body bolster and truck bolster. The
truck turns about the bolt, but the stress is taken hy
the center plates. It is, therefore, a mere pin and not
a bolt in the usual sense. The name king bolt is
derived from the name of the corresponding part for
the front wheels of a wagon. Center pin, however, is
the more common term.

Center Pin Floor Plate. An ornamental casting set
into the floor of a passenger equipment car to cover
the head of the center pin.

Center Plate. 17, Figs. 285-88; 6, Fig. 297; 5, Fig. 342;
31, Fig. 383; 63, Figs, 947, 966; Figs. 974, 1026-33.
One of a pair of plates which fit one into the other and
which support the car body on the trucks, allowing
them to turn freely under the car. The center pin or
king bolt passes through both, but does not really
serve as a pivot. The body center plate or male
center plate is attached to the under side of the body
bolster or in cast steel bolsters is made an integral
part of the casting. The female or truck center plate
is attached to the top side of, or cast integral with, the
truck bolster. When the car is tilted, as on a curve,
part of the weight is carried on the Side Bearings.
See Anti Friction, Ball Bearing and Roller Center
Plates.

Center Plate (M. C. B. Standard). Fig. 2706. In 1903

40

CEN

CAR BUILDERS' DICTIONARY

CHE

the center plate shown in the drawing was adopted as
a standard.

Center Plate Block. 64, Fig. 966. The member sup-
porting the center plate of a six-wheel truck. It is in
turn supported by the center bearing arch bars.

Center Rod (Postal Car). Fig. 1717. A device which
fits in a socket at the top of the pedestals, and to which
the ends of the two rods, which support the distribut-
ing trays, etc., near the center of the car, are fastened.

Center Sill. 4, Figs. 285-88; 2, Fig. 297, 320, 342, 355,
368, 374, 375, 383, 423-425. The central main longi-
tudinal members of the underframe of a car which are
usually close together in the center of the car. They
form as it were the back-bone of the underframe and
transmit most of the buffing shocks from end to end of
the car. In steel underframe cars the center sills are
usually heavy I-beams, channels, deep built-up fish-
belly girders or pressed steel fish-belly girders, often
with reinforcing flange angles. See Center Sill Web
PlatEj Center Sill Bottom Angle, Center Sill Top
Angle, and Center Sill Cover Plate.

(Hand Car.) The corresponding member in tlie
floor framing of a hand car.

Center Sill Bottom Angle. 2, Fig. 410. The angle at the
bottom of a center sill of the built-up type.

Center Sill Bottom Cover Plate. See Center Sill
Cover Plate.

Center Sill Cover Plate. 3, Fig. 297; 121, Fig. 320; 13,
Fig. 342; 4, Fig. 410. A flat plate riveted across steel
center sills, either above or below, to give additional
strength.

Center Sill, Splicing of. See Sill, Splicing of.

Center Sill Stiffener. Fig. 492. A filling piece riveted
between the center sills to act as a brace tor holding
them rigid.

Center Sill Top Angle. 3, Fig. 410. The angle at the
top of a center sill of the built-up type.

Center Sill Top Cover Plate. See Center Sill Cover
Plate.

Center Sill Web Plate. 1, Fig. 410. The plate which
forms the web of a center sill of the built-up type.

Center Sills, Spacing Between (M. C. B. Standard). In
1905, the spacin.g between steel center sills of 12%
inches was adopted as recommended practice. Ad-
vanced to standard in 1907.

Center Stay (of a Chandelier). The central support
around which the lamps are grouped. In some cases
it is the only method of attaching the chandelier to the
ceiling, and in others there are several inclined roof
braces or vertical lamp arms in addition.

Center Stop (Tip Car). A bracket or block attached
to a draw timber to restrain the body from moving
longitudinally.

Centering Devices. See Drawbar Centering Device.

Centering Gage. A gage to fix the middle point of an
axle.

Central Filling Piece (Steel Tired Wheels). The part
surrounding the hub and connecting it with the tire.
Also termed the skeleton. A wheel center is a hub
and central filing piece combined.

Centrifugal Dirt Collector. Figs. 1302, 1358. A device
connected in the branch pipe between the brake
pipe and distributing valve, or triple valve, and so
constructed that due to the combined action of
centrifugal force and gravity, all dirt and foreign
material is automatically eliminated from the air

flowing through the collector chamber and by
means of a plug may be removed without breaking
any pipe connections whatever. When this device
is used, the brake pipe air strainer may be omitted.

Chafing Plate. A metal plate to resist wear, used on
truck transoms, etc.

Chain. "A series of links or rings connected, or fitted
into one another, usually made of some kind of
metal." — Webster. See Berth Chain, Brake Chain,
Hand Brake Chain, Safety Chain, etc.
Electric Lighting. See Fig. 2371.

Chain Holder (for Basin Plug). A stanchion provided
with a screw thread and nut for passing through
the marble slab. Also called a chain post, or chain
stay.

Chain Post or Stay. Fig. 1591. See Chain Holder.

Chair. The usual designation for the seats of parlor
cars. Ordinary chairs are used in dining cars.
See Reclining Chair, Revolving Chair.

Chair Arm Plate. A metal plate for the top of a chair
arm. If for passenger car seats, it is called an arm
cap.

Chair Car. Figs. 148, 151, 153, 240. A day coach or
passenger car equipped with reclining chairs, providing
more comforts than a day coach for passengers travel-
ling at night who do not desire to use a sleeping car.
See Passenger Car.

Chandelier. Figs. 2258-61, 2264-65. A lamp or lamps
having an elaborate form of suspension from a root or
ceiling.

Channel. A rolled steel commercial bar shaped like a
trough or channel. It is commonly used in steel car
construction.

Channel Section Bolster. Fig. 502. A bolster whose
cross section has the shape like that of a trough or
channel.

Chaplet. A piece of iron used in a- mold for casting, to
hold a core in its place.

Charging Plug. Fig. 2370. An electric fitting or con-
nection device to which wires leading to a yard charg-
ing plant or electric-light circuit are attached. The
plug is made to fit the receptacle in such a manner that
the positive wire from the charging plant will in-
variably be connected to the positive battery wire. By
inserting the plug in the receptacle the battery on the
car may be connected with and charged from the
stationary charging plant. These devices are used
principally in straight storage work where no generat-
ing plant is carried on the car.

Charging Receptacle. Fig. 2369. An electric fitting or
connection device attached to the under side of the
car body from which wires lead to the storage battery.
There is generally one on each side of a car.

Check Chain or Safety Chain. 68, Figs. 947, 966; Figs.
975, 977. A chain attached to a truck and the body
of a car to prevent the former from swinging crosswise
on the track in case of derailment. Such chains are
usually attached either to two or to each of the four
corners of a truck and to the sills of the cars.

At the eighth Annual M. C. B. Convention, Cincin-
nati, 1874, it was

"Resolved, That truck and car body check chains are,
when properly applied, a valuable acquisition on pas-
senger equipment, and your committee recommend
their general use." In 1893 the use of truck and car
body check chains, properly applied, was adopted as a
Recommended Practice. In 1896 it was agreed that

41

CHE

CAR BUILDERS' DICTIONARY

Ci-i

this recommendation referred to passenger equipment
only.

A diiTiculty with check chains has been that the
eyes by which they are attached to the body and truck
were not strong enough to resist the strain, and that
the chains themselves have been too long to come to a
bearing soon enough to have the trucks controllable.

Check Chain Chafing Plate. A plate attached to a
truck timber to resist the wear of a Check Chain.

Check Valve (Triple Valve). IS. Figs. 1273-'2;5. The
valve under the emergency valve which prevents the
escape of brake cylinder pressure back into the train
line when a hose bursts or the train parts. In an
emergency application the emergency valve opens and
allows the brake pipe pressure to enter the brake
cylinder through the check valve which is raised off its
seat.

Check Valve Case (Triple Valve). 13, Figs. 1273-1275.
See Check Valve.

Check Valve Case Gasket (Triple Valve). 14, Figs.
1273-1275.

Check Valve Spring (Triple Valve). 12, Fig. 1273-1275.

Cheek Casting. 5, Fig. 297; Figs. 693, 714, 724, 742. One
of a pair of castings riveted or bolted to the draft sills
and transmitting to them the stresses received from
the draft gear. The draft gear lies between the cheek
castings and the ends of its follower plates rest against
shoulders on the castings.

Chill. A kind of crystallization produced when melted
cast iron is cooled suddenly. It is usually accom-
plished by bringing the molten iron in contact with
a cold metal (usually iron) mold. The hardened part
of a cast iron car wheel is called the chill. The mold in
which a chill is produced is sometimes called a chill,
but the name chill mold has been given to this. See
Wheels, Specifications for.

Chill Crack. An irregular crack developed in casting
upon the chilled surface of the tread of car wheels.
See Wheels^ Specifications for.

Chimney (Gas Lamps). Figs. 2373, 2377, etc. See
Mica Chimney.

Chipping (of Chilled Car Wheels). A scaling off of
small portions of the chilled metal, due to imperfect
or irregular crystallization. See Wheels, Specifica-
tions FOR.

Chock or Chock Piece. "In shipbuilding a wedge or
triangular-shaped block or timber used to unite the
head and heel of consecutive timbers." — Century. Also
intended as a filling piece to give form or shape.
Hence in a snow plow a timber which joins successive
timbers, and fills out to give shape.

Chock Block. Fig. 944. A triangular piece used on the
bunk of a logging truck to hold the logs in place.

Chord (of a Truss). The long horizontal members at
the top and bottom of a truss. The side sills and
plates of a car body are top and bottom chords of the
side trusses, but the terms are not used in car building.
In Great Britain the chords are sometimes termed
booms.

Cinder Deflector. See Dust Deflector.

Circuit Breaker. Figs. 2552-4; 2286, 2290, 2294. A device
for automatically opening the circuit from the trolley
or third rail shoe to the controller when the current
exceeds a predetermined amount.

Circulating Drum (Baker Heater). Fig. 1939. A cast
iron vessel with hemispherical ends, on top or inside
of the car, filled with water, and connected by two pipes

with the coil in the stove and with the pipes which
extend through the car. As the water in the coil be-
comes heated it ascends to the drum, and from there
it descends through the other pipe to the radiating
pipes in the car. After passing through them it is
brought back by return pipes to the coil, when it is
again heated. Thus a continuous circulation is kept
up. It is also called the expansion drum.

Circulating Pipes (Car Heaters). A general name for
the pipes which carry the steam or heated water
through the car and return it again to the heater. The
term radiating pipes is also used.

Circumference Measure (M. C. B. Standard). See
Wheel Circumference' Measure.

Clam Shell Bucket. Fig. 213. A form of digging or
shovelhng apparatus, operated by power, and taking
its name from its similarity to a clam shell.

Clamp. A device for holding or binding two or more
parts together. See Pipe Clamp, Hose Clamp.

(Carpentry.) "A frame with two tigiitenin.g screws,
by which two portions of an article aie tightly com-
pressed together, either while being formed or while
their glue joint is drying." — Knight.

Clamp Lock (Steam Couplers). A Coupler Latch.

Clasp Brake. Figs. 954-956, 972 and 1236. An applica-
tion of brakes in which two brake shoes are used on
each wheel, and opposite to each other, instead of one
brake shoe per wheel as is the ordinary practice. The
brake pressure per square inch of bearing service is
thus greatly reduced. Used on heavy high speed pas-
senger train cars.

Claw Jack. A jack having a step or projection at the
bottom of the movable column, used when a bearing
close to the ground is required. A foot lift jack.

Cleaning Air Brakes. See Air Brake, Cleaning and
Testing of.

Clearance or Clearance Limit. British equivalent,
loading gage. The limiting dimensions of height and
width for cars in order that they may safely clear all
bridges, tunnels, station platforms and other structures.

Clearance Car. A car with a light frame built out on
all sides to the extreme width and height required for
any car that is to pass over the road. It is run over
the road first to ascertain if the car can with safety
be sent over the read. The clearance car may also be
used to ascertain what is the maximum cross-section
of tunnels, bridges, etc., over a road so that cars -.an
be built within the limits determined by the clearance
car.

Clearance, Couplers, Side. See Automatic Car
Couplers.

Cleat. A strip of wood or iron fastened across other
material.

Clere-Story. See Deck.

Clevis. '-A srirrup-shaped metallic strap used in con-
nection with a pin to connect a draft chain or tree to a
plow or other tool."— Knight. The term is applied to
various kinds of irons resembling a plow clevis in
shape, and also to bolts with forked ends.

Clinch Nail. A wrought iron forged nail, so named
because it can be bent or clinched without breaking.
Cut nails, the common and cheapest kind, although of
wrought iron, will not clinch.

Clip. A U-shaped strap for attaching any body, more
particularly a pipe, to the side of a partition. Sf:e
Pipe Clip. More broadly a device permanently at-
tached to one part, whose function it is to hold another

42

m

CLO

CAR BUILDERS' DICTIONARY

COM

part in place which can readily he shpped into position.
See Release Spring Clip.

Close Return Bend. A short cast iron tube made of a
U shape, for uniting the ends of two pipes. It differs
from an open return bend in having the two branches
in contact with each other.

Closet. A small room, usually for storage.

A retiring room for sanitary purposes, more com-
monly called a Saloon. See also Dry Closet and
Water Closet.

Closet Hopper. See Hopper.

Club Car. Figs. 188, 255. See Lounging Car.

Coach. A term commonly used to designate passenger
cars which are used for day travel. See Passenger
Car.

Coach Screw (British). American equivalent, lag
screw, but coach screw is also used. A square-headed
screw with a pointed end used to screw into wood.

Coal Car. A car for carrying coal; usually a hopper or
gondola car, but box and stock cars are freciuently
used for this purpose. See also Car.

Coat Hook. Fig. 1850-55.

Cock. "A spout; an instrument to draw out or dis-
charge liquor from a cask, vat or pipe." — Webster.
See Bibb Cock^ Main Cock, etc.

Coil. See Fig. 1960 for coils used with hot water cir-
culation heating system.

Coil Spring. See Helical Spring.

Coke Car. Figs. 26-30, 294, 296, 297, 301-307, 309. A car
of large cubic capacity for carrying coke. Modified
forms of hopper cars with doors which discharge the
load to one or both sides of the track are commonly
used. Frequently a coke rack is applied to the sides of
gondola cars. Box and stock cars are often used for
carrying coke. See Car, and Coke Rack,

Coke Quenching Car. Fig. 207. A car with an inclined
floor, into which coke is discharged from the furnace
and quenched with water.

Coke Rack. A slatted frame or box applied above the
sides and ends of gondola cars to increase the cubic
capacity for the purpose of carrying coke or other
freight in which the bulk is large relative to the
weight.

Coke Rack Angle. 27 and 32, Fig. 297. A commercial
angle used in forming the coke rack on a steel coke
car. Commonly termed end and side coke rack angles,
and further designated top, center, intermediate or
bottom, as the case may be.

Coke Rack Stake Pocket. A metal socket fastened to
the sides and ends of a gondola car to receive the
stakes of a coke rack.

Cold Shot. Small globules of iron resembling ordinary
gun shot, which are found in the chilled portion of
cast iron wheels.

Collar. "A ring or round flange upon or against an
object." — Knight.

(Of a Journal.) A rim or enlargement on the end
of the car axle which takes the end thrust of the
journal bearing.

Colonist Sleeping Car. See Emigrant Sleeping Car,
Sleeping Car, and Car, M. C. B., Class PE.

Color Coat (Painting). The coat or coats which fol-
lows the rough stuff or scraping filling coat in painting
passenger car bodies. See Finishing Varnish and
Painting.

Column (Diamond and Other Trucks). Figs. 1100-1101.
Another name for a B(jlster Gujue Bar.

(Of Crane.) Another name for the mast, par-
ticularly when entirely supported from below.

Column Bolt. 109, Fig. 945, A bolt passing through
the arch bars and holding the truck column or bolster
guide bar in place and the truck frame together.

Column Bolt (M. C. B. Standard). See Akch Bars,
Column and Journal Box Bolts. (M. C. B. Stan-
dard).

Comb and Brush Rack or Case. Fig. 1609.

Combination Baggage Car. A baggage car having
compartments for express or mail, or both, as well as

for bag

See Combination Car.

Combination Car or Combined Car. Figs. 133, 134, 141,
170, 197, 200, 202, 234-36, 394. A passenger train car
divided into two or more compartments for the accom-
modation of different classes of traffic. See Car,
M. C. B., Classes B, C, D, E and M.

Combination Cock (Baker Heater). A cock with fun-
nel attached, used at the top of the water tank for
filling. When opened with the key it allows the
inward passage of the water, and at the same time the
outward passage of air through a separate channel,
hence the name.

Combination Lamp. Figs. 2118, 2127, etc. A lamp ar-
ranged for two lighting systems, as gas and electricity.

Combination Valve (Steam Heating). Figs. 2050, 2092.

Combined Platform and Double Body Bolster. Figs.
504, 507, 520-523. A passenger equipment car plat-
form frame and double body bolster made in one piece.

Combined Stop and Lock. Fig. 494, See Door Stop.

Combined Triple Valve, Reservoir and Brake Cylinder
(Freight Air Brake). Fig. 1288, etc. To lessen the
complication and reduce the cost of freight brake gear
these three parts, which are separate in passenger
brake gear, are combined.

Commutator. See Armatlire, Bolteb Commutator.

Commutating Pole Motor. Figs. 2535, 2537, 2541, 2548.
A railway motor in which four auxiliary coils and pole
pieces, called commutating poles, are mounted between
the four main field poles. The windings of these poles
are connected in series with each other and with the
armature. The commutation is improved and the poles
perform their functions equally well regardless of the
direction in which the motor is run.

Compartment. A subdivision of a passenger car. In
British carriages it usually runs entirely- across the
car. In American parlor and sleeping cars, when used,
it runs only partially across, leaving room for a pas-
sage or corridor at the side. Often called Stateroom.

Compartment Sleeping Car. Figs. 184, 186, 250, 255, A
sleeping car which is divided into staterooms all open-
ing into a common corridor which runs the whole
length of the car. See Sleeping Car.

Compensating Valve. Fig. 1351. Designed for use on
high speed trains to regulate the brake cylinder pres-
sure so that the maximum retarding power may be
obtained without injury to the wheels.

In service applications, with both plain and quick
action triple valves, it acts as a safety valve, to relieve
the cylinder of surplus pressure. In emergency ap-
plications part of the vented brake pipe air passes
from the side cap of the triple into the spring box
of the compensating valve and, exerting a pressure on
the diaphragm in addition to the spring, prevents the
valve from opening. After a few seconds the pressure

43

:oM

CAR BUILDERS' DICTIONARY

CON

of air in the spring box has become so reduced by
back leakage through the small hole in the check
valve that the brake cylinder pressure is able to force
the piston down, permitting brake cylinder air to es-
cape until the pressure becomes reduced to that at
which the valve is adjusted, when the spring moves
the piston back and closes the exhaust. With this
valve the maximum brake cylinder pressure in emer-
gencies is gradually reduced to that at which the
valve is adjusted.

Composite Car. Another name for Combination Car.
A freight car with a combination steel and wood frame.

Composite Framing. A type of framing which com-
bines iron and wood, in the sills, posts, plates,
etc. The sills and plates of the body and deck con-
sist of two pieces of wood with an iron or steel flitch
plate between, the three pieces being bolted to-
gether as one.

Compound Carline. 100, Figs. 423-25. A carline hav-
ing the main or central portion of wrought iron,
with a piece of wood on each side. Commonly used
for wooden cars with clere stories, and sometimes
called profile carline, owing to their following the
shape of the clere-story.

Compressed Air Jack. See Pneumatic Jack.

Compression Beam. 163, Figs. 423-25. A horizontal
timber in the side framing of a wooden passenger-
equipment car body, which acts as the compression
member of a truss. The compression beam brace
abuts it. The compression beam is sometimes made
double, one piece above the other, with separate
braces (main compression brace and center com-
pression brace) acting upon each. See End Compres-
sion Beam.

Compression Beam Brace. 164, Figs. 423-25. A tim-
ber used in connection with a compression beam to
form a truss in the side framing of a wooden passen-
ger-equipment car. It is sometimes stiffened by a
center counter brace, and sometimes two or more
braces are used. It is then termed main compression
brace.

Compression Faucet. A spring faucet with a flat disk
on top. The valve is opened by pressing this disc
and closed by a spring when the pressure is removed.

Compression Member. Any bar, beam, brace, etc.,
which is subjected to strains of compression, and
forms part of a frame truss, beam, girder, etc. Struts,
body braces, etc., are compression members. Similarly
a tension member is used for tensile strains.

Concealing Water Closet. A form of closet covered
with a small seat and sometimes placed in the corner
of compartments or staterooms in private and sleep-
ing cars.

Condensation Meter (Car Heating). Fig. 2105. A
device for measuring the steam consumption of car
heating systems.

Conductor (Refrigerator Car). The drip pipe from the
ice pan.

Conductor's Car. A Caboose Car.

Conductor's Lantern. One with an extra-sized bail
attached to it by which it can be held on the arm,
leaving the hands free.

Conductor's Valve. Figs. 1299, 1340, 1367. A valve for
applying the train brakes and placed at some con-
venient point in each passenger car, usually in the
saloon.

Conductor's Valve Discharge Pipe. A pipe leading

from the conductor's valve down through the floor
of the car to carry off the escaping air.

Conductor's Valve Pipe. Connects the brake pipe with
the conductor's valve.

Connecting Chain (Steam Shovel). A pitch chain, con-
necting the pitch gear on the two axles of a truck,
used for making the car self-propelling.

Connecting Rod. A rod which connects, two or more
parts or objects.

(Hand Car.) The iron rod which connects the
bell crank and the crank shaft.

Connection Angle. Figs. 491, 492. A piece of com-
mercial angle or a bent plate riveted to two mem-
bers of a steel frame to hold them rigidly together.

Connection Clip. Fig. 492. See Connection Angle.

Construction Car. A car used in building a new line
of railroad or making repairs to roadbed and struc-
tures. The cars used as eating and sleeping cars
for the men employed on construction work are fre-
quently placed under this heading, as well as bal-
last cars, etc. See Ballast Car and Contractor's
Car.

Contactor. Figs. 1764, 2589. A magnetic switch used
to make or break a circuit in a motor control system.
See Auxiliary Contactor and Control System.

Continuous Basket Rack. 17, Fig. 1450. See Basket
Rack.

Continuous Brake. A system of brakes so arranged
that by connecting the brake apparatus on the dif-
ferent cars forming a train it can be operated on all
of them from the engine or from any of the cars.
See Air Brake, Vacuum Brake.

Continuous Carline. A carline, which passes directly
from side to side of the car, across and under the
clere story or upper deck, in distinction from a pro-
file carline, which is bent to follow the outline of the
clere story.

Continuous Draft Gear. A draft gear, having a con-
tinuous rod or rods extending throughout the length
of the car from the drawbar at one end to the draw-
bar at the other end, whose office is to transmit the
tractive stresses and relieve the draft timbers. See
American Continuous Draft and Buffing Appa-
ratus.

Continuous Truck Frame. An iron bar which is welded
together in a rectangular shape so as to form the
sides and ends of a truck frame.

Contour Line. See Automatic Car Coupler.

Contractor's Car. Figs. 58-67. A car used by con-
tractors in construction work; usually a dump car.

Control. See Multiple Unit Control, Unit Switch
System.

Control Valve. Fig. 1276. A device which performs all
the functions of the triple valve and, in addition, pro-
vides a maintained brake cylinder pressure; automatic
emergency should the brake pipe pressure be de-
pleted below a predetermined point; full emergency
braking power at any time during or following a
service application, and maximum braking power
more quickly than by the use of the triple valve.

Controller (Electric Motor Car). Fig. 2542-43, 2527,
2575, 2579, 2580. A device for regulating the speed
and direction of rotation of the electric motors.

Convertible Car. Figs. 35, 37-40, 92, 93, 356-59. A car
so built that it may be converted, without recon-
struction, from one type to another, as stock to box

44

CON

CAR BUILDERS' DICTIONARY

COU

or center dump gondola to side dump gondola. See
also Car, M. C. B. Class SD.

This term is also applied to a type of street cars
which may be used either as open or closed cars.

Conveyor Car. Fig. 308. A freight car equipped with
motors for moving freight under special conditions,
as on a coal wharf.

Cooking Utensils. Figs. 1574-83. For use on dining,
cafe-parlor, buffet cars, etc.

Cope. The upper portion of a mold or flash used in
making metal castings.

Coping (British). A bar of iron secured to the top
of the sides and ends of a gondola car (open
wagon), and protecting them from local distortion.

Corner Angle Post. A corner post in the body fram-
ing of a car which consists of an angle bar, some-
times in combination with a wooden post.

Comer Brace. A diagonal member in the underframe
between the end sill and transverse floor member
or bolster. See End Sill Diagonal Brace.

Corner Brace or Comer Plate (Freight Car Bodies).
55, 56, 57, Figs. 285-288, Fig. 489. A wrought or cast
iron angle plate or knee on the outside corner, to
strenghten and protect the frame. There are
usually three corner plates, upper, lower and mid-
dle. Very commonly a push pole pocket is com-
bined with lower corner plate.

(Passenger Equipment Car End Framing.) An
angle iron applied to the corner of the deck end
plate to keep it from abrasion and strengtlien it.

Comer Casting. Usually a Corner Plate or Push Pole
Pocket.

Corner Handle. More commonly a Hand Hold or
Grab Iron.

Corner Plate. Fig. 489. See Corner Brace Plate.

Corner Post. 43, Figs. 285-88, 374-375; 29, Fig. 297; 36,
Fig. 383; 23, Figs. 410; 61, Figs. 423-25. The ver-
tical member which forms the corner of the frame
of a car body.

Corner Post Grab Iron. 23, Fig. 297. See Grab Irons.

Corner Post Knee Iron (Passenger Equipment Car End
Framing.) A metal angle brace used to connect
the foot of the corner post to the side sill.

(Vestibule.) An iron angle brace for the out-
side corner post of a vestibule resting upon the
platform end sill.

Corner Post Pocket. The pocket for the corner post.
See Post Pocket.

Corner Seat. A seat for the corner of a car, the back
of which is not reversible.

Corner Seat End. A seat end bracket secured to the
wall of a passenger car for supporting the outer
end of a Corner Seat.

Cornice. 36, Fig. 1450. The moldings where the ceiling
or headlining joins the sides and ends of the car
inside.

Cornice Sub-Fascia or Panel. 37, Fig. 1450. A board
or panel directly below a cornice.

Corridor (Sleeping and Compartment Cars). A pas-
sage running at one side of a car affording access
to the compartments. All sleeping, dining and
private cars have corridors to pass the staterooms,
smoking compartments, etc.

Corridor Carriage (British). A passenger vehicle hav-
ing a passage from end to end along one side,

the various compartments having doors which open
into this passage.

Corrugated Metal Car Roof (Freight Cars). A roof
consisting of iron, steel or zinc plates usually cov-
ered with boards, and resting on roof strips on
top of the rafters and carlines.

Corticine. A form of floor covering much like Lino-
leum.

Cotter Pin. See Split Key.

Counter Bore. An enlargement, for a certain portion
of its length, of a hole bored in any substance.

Counterbrace. 165, Figs. 423-25. In passenger equip-
ment car framing, the timber framed into the top
of the side sill near the needle beam and supporting
the compression beam brace into which it is also
framed.

Counterbrace Rod. An inclined rod which acts as a
counterbrace.

Counterbrace Rod Plate Washers. Washers that rest
upon the plate and receive the end of the counter-
brace rod.

Coupler. 13, Fig. 297; 23, Figs. 320, 355, 625-664. The
term applied to the modern drawbar. The coupler
proper is the head of the drawbar, which is so
constructed as to automatically connect with or
couple to the drawbar head on another car. The
drawbar and its head, together with its knuckle and
locking devices, is commonly termed coupler. See
Automatic Car Coupler.

Coupler or coupling is also commonly applied to
the connector which is used on air brake and steam
heat hose. See also Automatic Connector.

Coupler, Automatic. For M. C. B. Rules for Inter-
change of Traffic with regard to couplers see Inter-
change OF Traffic.

Coupler Carrier. 22, Fig. 297; Fig. 493. See Drawbar
Carry Iron.

Coupler Carry Iron. 22, Fig. 297; Fig. 493. See Draw-
bar Carry Iron.

Coupler Centering Device. See Drawbar Centering
Device.

Coupler, Electric. Figs. 2581-82. A device attached to
the end of a car including insulated metallic con-
tacts for the connection of electric circuits between
cars, generally used for connection of trail car
lighting, heating or signal circuits to the motor car.
See Control System.

Coupler, Emergency. See Emergency- Coupling Device.

Coupler Gage. See Automatic Car Coupler.

Coupler Horn. The projecting lug cast on the head of
the coupler which bears on the face of the end sill
or dead wood when the draft gear is closed solid.
See Automatic Car Coupler.

Coupler Jumper. Two coupler plugs connected by an
insulated flexible cable. See Control System.

Coupler Latch (Steam Coupler). A catch to lock the
steam hose couplers together and prevent acciden-
tal parting in rounding sharp curves.

Coupler Knuckle. See Knuckle.

Coupler Knuckle Kicker. Figs. 636, 651. A knuckle
opener.

Coupler Knuckle Lock (Automatic Couplers). Figs.
628-664. The block which drops into position when
the knuckle closes and holds it in place, preventing
uncoupling.

45

cou

CAR BUILDERS' DICTIONARY

CUP

Coupler Knuckler Opener (Automatic Couplers). The
device which throws the knuckle open when the
lock is lifted so that a coupling can be made. With
couplers not having a knuckle opener it is neces-
sary to go in between the cars and pull the knuckle
open by hand after the lock has been lifted.

Coupler Knuckle Pin. See Knuckle Pin.

Coupler Lock Lifter. (Automatic Coupler.) Figs. 628-
664. The part of the mechanism inside the coupler
head in some types of M. C. B. couplers which is
moved by the uncoupling rod and in moving lifts
the knuckle lock so that the knuckle can open. Also
designated as Coupler Lock Lift.

Coupler Lock Set (Automatic Couplers). Fig. 645.
A feature of most M. C. B. couplers whereby the
knuckle lock when lifted is held in a raised position
until the knuckle is opened, when it allows the
lock to drop back into position for automatically
coupling when the cars are brought together.

Coupler Plug. A movable coupler designed to engage
and connect to a coupler socket. See Control
System.

Coupler Socket. A fixed electric coupler. See Control
System.

Coupler Yoke. Figs. 494, 663, 679-82, 689-91, 696, 700,
703, 714. The yoke or strap that surrounds the
draft gear and is riveted or keyed to the end of the
coupler shank or drawbar. See Autom.\tic Car
Couplers (Miscellaneous ]\L C. B. Standards).

Couplet (of Springs). Two Elliptic Springs placed
side by side, to act as one spring. Three springs
unitejd in this way form a triplet, four a quadruplet,
five a quintuplet, six a sextuplet.

Coupling. That which couples or connects, as a hook,
chain or bar.

Coupling Link. A wrought iron link or open bar by
which freight cars are coupled together by coup-
ling pins. Chain coupling links are used with draw
hooks. In consequence of the danger to trainmen
attending the use of coupling links, and legislation
forbidding their use in Interstate traffic after Janu-
ary 1, 1898, automatic car couplers have almost
entirely replaced them. See Automatic Car
Coupler.

Coupling Pin. A round bar of iron with which a coup-
ling link is connected to a drawbar. Now almost
obsolete because of the use of automatic couplers.

Coupling Pin Chain. A small chain attached to the
car by a suitable eye to prevent the coupling pin
from being lost.

Cover. See Journal Box Cover, Manhole Co\TiR, etc.

Cover Plate. In metal underframes for cars a plate
which is riveted to the flanges of the center sills
to give them additional vertical strength as a box
girder. The plate riveted to the top flanges is
called a top cover plate and one riveted to the
bottom flanges a bottom cover plate. See Center
Sill Bottom Cover Plate and Center Sill Top
Cover Plate.

Cover Strip (Refrigerator Car). iNIetal plates covering
a gutter in the floor.

A strip of metal, or sometimes wood, to cover
a joint in the roof sheets.
Crabs or Tongs (Pile Driver and Wreck Crane). See
Tongs. Also called rail clips or rail clamps. A
pair of loose bent iron bars fastened at the top
with a ring and intended to firmly clamp to the

under side of the rail head when an upward pull
is applied to the ring. They are used to anchor
a pile driver car, steam shovel or wreck crane to
the rails and prevent them from overturning when
a heavy load is being lifted.

Crane. See Wrecking Crane.

Crane Post. The post of a crane, which corresponds
to the mast of a derrick.

Crank. "A device for causing rotation of an axis, or for
converting rotary into reciprocating motion, or
vice versa." — Standard Diet.

Crank Shaft (Hand Cars). A short wrought iron
shaft to which a crank of a hand car is attached,
which is turned by suitable levers and is connected
by gear wheels with one of the axles of the car.

Cricket Iron. A seat stand.

Cross Bar (Swing Link Hanger). The iron bar sup-
porting the. cross bar casting which carries the
spring plank. Also called mandrel pin and lower
swing hanger pin.

Cross Beam. A transverse floor member placed upon
the sills to support the inclined floor of a coal or
ore car.

Cross Bearer. 196, Figs. 285-88; 8, Fig. 297; 6, Fig. 342;
22, Fig. 355; 28, Fig. 383; 26, Figs. 423-25; Figs., 495,
496, 497. A transverse member of the underframe,
placed between the bolsters, acting as a tie between
the various sills and helping to distribute the weight
of the car. Cross bearers on steel cars are some-
times termed Needle Beams, but the term Cross
Bearer is preferable. In steel car construction the
term Cross Tie is commonly applied only to those
members which tie the center and side' sills to-
gether, the Cross Bearer usually having a filler be-
tween the center sills and thus extending across the
car.

Cross Bearer or Cross Tie Cover Plate. Fig. 490. 492.
The member which forms the top or bottom flange,
to which the diaphragms are riveted in a built-up
cross tie. The bottom cover plate is sometimes
called Tie Plate.

Cross Bearer Diaphragm or Cross Tie Diaphragm.
Fig. 490. The web plate or filling piece, outside the
center sills, to which the cover or tie plates are
riveted in a built-up Cross Tie.

Cross Tie. Fig. 497. See Cross Bearer.

Cross Tie Timber. See Cross Be.\rer.

Cross Tie Timber Truss Rod. An iron truss rod under
the cross tie timber, serving to strengthen it. See
Needle Beam Truss Rod.

Cross Tie Timber Truss Rod Bearing. 26p, Figs. 423-
425. A Queen Post for the cross tie timber truss
rod of a built-up Needle Beam.

Cross Timber Hopper Ends. In a wooden hopper car,
a transverse floor timber framed between the inter-
mediate sills, to which the low-er end of ,the inclined
floor is spiked and to which the outer hopper doors
are hung. The ends of the draft timbers are bolted
to it, and the short center sills abut it.

Crosshead (Air Brake Cylinder). A forked casting or
forgmg attached to the end of a piston rod, to which
the brake levers are connected.

Cup Holder or Tumbler Holder. A stand or rack for

holdmg a drinking cup.
Cup Washer. A Socket Washer.
Cupboard Bolt. See Door Bolt.

46

CUP

CAR BUILDERS' DICTIONARY

DEA

Cupboard Catch. An indifinite term for a light spring
catch nearly or quite flush with the surface to
which it is attached. It has a beveled bolt which
snaps shut. See Flush Bolt.

Cupola. 22, Fig. 383. A small cabin built on the roof
of a caboose to afiford a means of lookout for the
train crew and also to facilitate passage from the
caboose to the top of the train. Cupolas are also
commonljr used on dynamometer cars.

Cupola Hand Rail. 19, Fig. 383. A rail attached to a
cupola to prevent trainmen from falling when en-
tering" or leaving through the cupola windows.

Cupola Inside Step. 25. Fig. 383. A step attached to
the inside of a caboose to enable trainmen to enter
and leave the cupola.

Cupola Marker Lamp. See Cupola Sign.\l Lamp.

Cupola Signal Lamp. 21, Fig. 383. A signal lamp
mounted on the cupola of a caboose.

Current Director (Car Heating). B"ig. 1997. A device
for controlling the flow of steam or hot water in
the pipes, working on the principle of an injector.

Curtain. A piece of cloth or other material hung in
front of or around any space or object, as a window
or sleeping-car berth, and which may be contracted
or spread at will. The term, however, is usually
restricted to loosely hung drapery, suspended on
a curtain rod by curtain hooks or rings, in distinc-
tion from a shade, «-hich is flat and rolls up. Cur-
tains in cars are chiefly used for sleeping-car
berths (Berth Curt.\ins). Window curtains are
used in dining, parlor and private cars. Except in
the saloons, blinds have been abandoned, and win-
dow shades are in almost universal use on steam
railroads. Blinds are still in general use in street
cars. Tire protecting shield used over vestibule
diaphragms is called a curtain.

Curtain Fixtures. Fig. 1808-1826.

Curtain Hook (Sleeping Berths). See Berth Curtain
Hook.

Curtain Rod. A bar to carry a curtain hung upon rings
and sliding freely along the rod.

Curtain Rod Bracket. Figs. 1857-1858, etc.

Curtain Rod Bushing. Fi.g. 1862. A socket or bushing
for the end of a curtain rod where it abuts a wall or
partition.

Curtain Rod Folding Bracket (Sleeping Car). 15, Figs.
1458-59. .\ bracket for a curtain rod in a sleeping
car whicli may be folded into the upper berth in
such a manner that it is out of sight when the
upper berth is shut up. 'See Berth Curtain Rod
Bracket.

Cushion. Fi.g. 1507. Cushions used in passenger car
upholstery are of the box type, being built upon
and connected with a wooden framework (cushion
frame).

Cushion Frame. A wooden frame to which the scat
springs and upholstery of a car seat are attached.

Cuspidor. Figs. 1873-4. A vessel to receive discharges
of spittle, and having a wide rim so that if it is
upset its contents will not be spilled.

Cut-Out. A switch or fuse in a branch electric circuit
or loop, used to disconnect the branch circuit from
the main circuit.

Cut-Out Cock. Figs. 1300, 1339, 1359. See. Brake Cut-
OuT Cock.

Cut-Out Valve (Car Heating). Figs. 2079, 2081, 2093.

Used for controlling admission of steam to radiator
pipes.

Cylinder. A chamber or vessel whose ends are cir-
cular, and with straight parallel sides, as the cyl-
inder of a steam engine. See Brake Cylinder.

A name sometimes given to the Are pot of a
stove or heater.

A type of lock is called a cylinder lock. Fig. 1655.

Cylinder Cap (Triple Valve). 19, Figs. 1273-74; 18, Fig.
1275.

Cylinder Cap Gasket (Triple Valves). 23, Figs. 1273-74.

Cylinder Head. A metal cover for the end of a cjdin-
der, held on by cylinder bolts or cylinder studs. The
cylinder head through which the piston passes is
commonly termed the back cylinder head, and the
other the front cylinder head, corresponding to loco-
motive practice. Brake cylinder heads are called
Pressure and Non-Pressure Heads.

Cylinder Levers. Fig. 489. In passenger brake equip-
ment, two levers wdiicli are connected by a rod
attached near their centers. One end of one lever
is attached to the crosshead of the brake cylinder,
and the corresponding end of the other is attached
to a bracket on the brake c^dinder head at the
opposite end of the cylinder. The other ends of
the levers are connected with the floating levers
by rods.

In freight brake equipment there is no second
cylinder lever, the term applying only to the lever
which receives the braking force direct from the
push rod.

Cylinder Lever Bracket (.\ir Brakes). A T-shaped
piece of iron bolted to the front cylinder head, to
which one of the brake le\'ers is attached.

Cylinder Lever Guide. A guide or support for the
cylinder le\er.

Cylinder Lever Support (Air Brakes). A wrought iron
bar bolted to one of the center sills, on which the
ends of the cjdinder levers rest.

Cylinder Support. Fig. 490. A bracket attached to a
brake cylinder for holding it in place on a car.

Cylindrical Gages. Gages made for measuring the size
of cylinders and cylindrical holes, often called Whit-
worth gages. They consist of steel cylinders and
rings hardened and .ground very accurately to
standard sizes. These fit into each other. The
former is used for measuring the size of holes,
and the latter for measuring the outside of cylin-
drical objects, and they are called internal and
external cylindrical g"a,ges. They are generally
used as standards alone, from wliich other tools
and gages are made of the proper size.

D

Dairy Car. Fig. 117. .\ refrigerator car used for carry-
ing butter, cheese, milk and other dairy products.

Damper. A val\-e in the stove pipe or in the bottom of
a stove for re,gulating the draft.

Day Coach. See Passenger Car.

Dead Air Space (Insulation of Refrigerator Cars).
Air spaces which have no Cdinmunication with the
atmospheric air outside, so there can 1)e no free
circulation or change of air as there is in a free air
space.

Dead Block. See Dead Wood.

Dead Lever (of Brake Gear). Fi,g. 489. The one of a
pair of truck brake levers to which the brake con-

47

DEA

CAR BUILDERS' DICTIONARY

DEC

necting rod is not attached. The upper end of the
dead lever is confined within a dead lever guide,
or brake lever stop, which is provided with pins
to adjust the end of the brake lever, and con-
sequently the slack in the brakes, as the brake
shoes wear. The lever to which the power is first
applied through the brake connecting rod is termed
the live lever.

Dead Lever Guide. Fig. 491; 95, Figs. 947, 966; Figs.
975, 1244, 12S0. An iron bar or loop attached to a
truck or car frame which holds the upper end of
a fixed or dead brake lever. It usually has holes
in it in which a fulcrum pin is inserted. By mov-
ing the pin from one hole to another the lever is
adjusted so as to take up the wear of the brake
shoes. Also called Brake Lever Stop.

Dead Lever Guide Lug. Fig. 493. A lug or bracket
attached to a truck bolster to support the dead
lever guide.

Dead Lock. A lock in which the bolt is thrown each
way by the key, and not in one direction by a
spring, as with a spring lock or night latch.

Dead Padlock. A padlock in which neither the lock,
bolt, nor hasp has a spring, but the former is
thrown each way by the key, and the hasp must
be opened by the hand.

Dead Wood. 32, Figs. 285-88, 355, 368, 374, 375, 22, Fig.
410. 11, Fig. 342. A single wooden block or stick
of timber attached to the end sill of freight cars to
protect persons between the cars from injury, by
preventing the cars from coming together in case
the drawbar or its attachments should give way.
See Buffer Block.

Deadening or Deafening. The filling placed between
the floor and the deafening ceiling of a passenger
car to serve as a non-conductor of heat and noise.
Mineral wool, is sometimes used for deadening, but
commonly shavings, when anything at all is used.
An intermediate floor (between the sills) and deafen-
ing ceiling (under the sills) is used in refrigerator
cars.

Deafening Ceiling. Boarding on the under side of the
sills of a passenger car to exclude or deaden the
noise of the car.

Deafening Floor. See Deafening Ceiling.

Deck. A term applied to the roof of a car which has
a clere-story. The deck or upper deck is properly
the clere-story, but the entire roof is commonly called
the deck and subdivided into lower deck or main
roof, and upper deck.

Deck Beam. A beam in the form of an inverted T with
a round knob on the upper end, used in some forms
of steel car construction.

Deck Bottom Rail. Ill, Figs. 423-425. See Deck Sill,

Deck Bridging. Bridging or blocking used in the up-
per deck or clere story.

Deck Caboose Lamp. See Cupola Signal Lamp.

Deck Carline. See Upper Deck Carline.

Deck Collar (Heaters). A sheet metal ring to line
the smoke pipe opening through the roof.

Deck Eaves Molding or Upper Deck Eaves Molding.
A molding under the outside edge of the upper deck.

Deck End Panel. A narrow panel in the end of the
upper deck.

Deck End Plate. A member that fulfills the same office

for a clere-story that the body end plate does for the
body. See End Plate.
Deck End Sill. A horizontal timber connecting the
ends of the deck sills, and forming the base for the
end of the upper deck.

Deck Inside Cornice. A molding which fills the in-
terior angle where the upper deck joins the deck side.

Deck Lamp. Figs. 2128, 2131, 2139, 2144, 2212, 2236,

2254, 2432, etc. A lamp which is fastened to the deck

or ceiling of a car.
Deck Plate. Fig. 496. A plate used in constructing

the roof or deck of a steel passenger equipment car.
117 Figs. 423-25. A longitudinal member of the roof

frame at the top of the deck posts and upon which the

ends of the upper deck carlines rest. It has the same

relation to the deck sill as the side plate has to the

side sill.
Deck Post. 115, Figs. 423-25. An upright member

which connects the deck plate with the deck sill.
Deck Roof. 102, Figs. 423-25. The roof of the upper

deck or clere-story, itself sometimes called the deck

or upper deck. See Deck.

Deck Sash. Fig. 1793, etc. A glazed sash in the sides
of the upper deck. See Sash.

Deck Sash Catch. See Deck Sash Latch.

Deck Sash Flush Catch. A deck sash latch mortised
into the sash rail flush with the sash.

Deck Sash Latch. Fig. 1804. A spring bolt attached
to a deck sash, which engages with a deck sash latcb
keeper or strike plate.

Deck Sash Opener. Figs. 1797-1799, 1807. A lever at-
tached to a revolving rod by which a deck sash is
opened and held in any desired position. A great vari-
ety of forms exist. The pull hook, a rod with a hook
at one end, which is used for opening the deck sash, is
also called a deck sash opener.

Deck Sash, Outer. ■ A deck sash which carries the
screen, and prevents the admission of dust and
cinders.

Deck Sash Pivot. Figs. 1791, 1795, 1801-1803, 1806.
Roughly a metal stud or spindle attached to a suit-
able flange by which it is fastened to a deck sash,
an on which the latter turns. See Deck Sash
Ratchet Catch.

Deck Sash Pivot Plate. A plate attached to the window
casing, with a hole or eye in which a deck sash pivot
works. Sometimes they are provided with springs
to prevent the sash from rattling.

Deck Sash Pull. Fig. 1800. A ring attached to a deck
sash to open and close it.

Deck Sash Quadrant. A curved bar or plate of metal
used as a guide or stop to control the movement of
a deck sash. See Deck Sash Ratchet Catch.

Deck Sash Ratchet Catch. Figs. 1791-1796, 1801, 1805.
Usually combined with a deck sash pivot and stop. A
ratchet makes it possible to hold the window open
in any one of several positions.

Deck Sash Ratchet Plate. A part usually attached to
the side of the car, but sometimes to the sash, carry-
ing a ratchet in which the ratchet catch engages.

Deck Sash Spring Pivot. A Deck Sash Pivot provided
with a spring to make the sash removable.

Deck Screen Bottom Rail. A rail running the entire
length of the clere-story, and closing the space be-
tween the bottom of the screen and the roof.

48

DEC

CAR BUILDERS' DICTIONARY

DIS

Deck Screen Post. An upright stick forming the side
pieces of a frame to hold a wire screen put on out-
side of the deck windows to exclude dust and cinders.

Deck Side. The entire part, consisting of a plate, rail,
posts, and panels, or sashes, which forms the side
which occupies the vertical space between the lower
and upper deck.

Deck Side Ventilator. This term is used to designate
the sash or valves and their attachments for opening
and closing the aperture.

Deck Sill. Ill, Figs. 423-25. A longitudinal member of
the roof frame at the top of the lower deck or main
roof carlines and forming the lower sill of the deck
or clere-story.

Deck Sill Facing. 7, Figs. 1458-59. The facing or
finishing material applied to the inner side of the deck
sill.

Deck Sill Sub-Facing. A thin board sometimes used
below the Deck Sill Facing.

Deck Soffit Board. A board on the under side of the
overhanging cornice of an upper deck.

Deck Top Rail. A Deck Plate.

Deck Ventilator. See Deck Side Ventilator. The
deck sash are frequently hung and operated as deck
side ventilators.

Deck Window. 41, Figs. 1458-59; Fig. 1730. A window
in the upper deck or clere-story. More commonly
a deck sash.

Deck Window Screen. An outside sash with a screen
over it to exclude dust and cinders.

Defect Card. See Air Brake Defect Card.

Deflector. See Dust Deflector.

Deflector Springs (of Ventilators). Springs controlling
the movement of the deflectors.

Dental Lavatory. Fig. 1606. A basin with the neces-
sary faucet, tumbler holder, etc., used in connection
with cleansing the teeth.

Derrick Car. A strong platform car which carries a
derrick crane which is used for removing wrecked
cars and engines, erecting bridges, or handling any
heavy objects. Also called wrecking car.

Designation of Brake Rods and Levers. See Founda-
tion Brake Gear.

Detective Wire (for Car Seals). A flat twisted wire
or other equivalent device to prevent the seal being
stripped from the wire without destroying one or
both.

Diagonal Brace. 9, Fig. 297; Fig. 491. See End Sill
Diagonal Brace.

Diagonal Floor Timber. A floor timber which is placed
in a position diagonal to the sills.

Diameter Testing Gage (for Car Wheels). A gage for
testing the diameter of wheels and axles. See
Wheels.

Diameter of Wheels. See Wheels, Diameter of.

Diamond Arch Bar Truck. Figs. 923, 928, 929, 934, 940,
943 and 94S. A car truck with iron side frames con-
sisting of two or more Arch Bars, and a pedestal tie
bar. The spaces between the arch bars are diamond
shaped, hence the name. The journal boxes are
rigidly bolted to the side frames. The cross mem-
bers of the truck, bolster, spring plank, etc., are either
of wood or metal, or of both wood and metal com-
bined, but the modern truck is almost always of
metal throughout.

At the Master Car Builders' Convention (1884)
it was voted that this form should be the type used
in preparing designs for a standard freight car truck,
to have a 5-ft. wheel base, channel bar transoms,
and either Swing or Rigid Bolster. For many years
it was the type almost universally used, but latterly
trucks with cast steel side frames have come into
common use for freight service.

Diaphragm. Usually a thin wall or partition.

(Valves.) Some valves are regulated by dia-
phragms or diaphragm plates, to which are attached
springs, nuts, stems, etc., whose names explain them-
selves. These diaphragms are commonly spring
plates, which guide the rod and, assisted by spiral
springs, cause the attached valves to seat or unseat
at a fixed pressure.

(Of a Vestibule.) Figs. 556-561. A device usually
of some combination of rubber and canvas, arranged
in folds and connecting the vestibule face plate with
the vestibule to exclude the dust and cinders, and at
the same time to allow the face plate free movement
to adjust itself to the motion of the cars.

Diaphragm Face Plate. See Vestibule Face Plate.

Dining Car. Figs. 156, 158-169, 241-44, 406 and 407. A
car operated in passenger trains and equipped with
kitchen and utensils, dining tables, etc., for serving
meals to passengers. See Car, M. C. B. Class D.

Dining Car Chair. Figs. 1540, 1542.

Dipper (Steam Shovel). Also called bucket or shovel.
The heavy iron scoop or bucket which removes the
earth or rock and transfers it to the cars.

Dipper Bail (Steam Shovel). The link fastened to the
top of the dipper and to the dipper block.

Dipper Block (Steam Shovel). The block at the point
of the boom around which the hoisting chain passes.

Dipper Teeth (Steam Shovel). Heavy iron cutters or
teeth projecting from the dipper to break the earth.

Direct Steam Heating System. Figs. 1949, etc., 1986-
1990, 2021, 2062, 2097-8. A system of car heating in
which the steam from the locomotive is carried directly
to the radiators or heating pipes. The tenn is used to
distinguish the system from those in which the
steam is employed to heat the water which circu-
lates in the radiators or heating pipes.

Dirt Collector. See Centrifugal Dirt Collector.

Discharge Pipe (Air Compressor). Also called reser-
voir pipe. A pipe by which the compressed air is
conveyed from the air compressor to the main air
reservoir.

Discharge Valve. (Of Car Signal Valve). The valve
in the attachment called the car signal valve. The
whole device is also sometimes so called.

(Of Air Compressor) The valve through which
the air as compressed passes to the main reservoir.

Distance Block. A short, thick piece of wood placed
between two or more objects to keep them apart,
or to preserve an interval of space between them,
as floor timber distance block, truck bolster distance
block, etc.

Distributing Table (Postal Car). Fig. 1714. A table
upon which the mail bags are emptied of their con-
tents, and from which they are distributed to the
various boxes or pouches.

Distributing Table Hinge. Fig. 1714. A strap hinge
for the table on which mail is sorted in postal cars.

49

DIT

CAR BUILDERS' DICTIONARY

DOO

Ditcher. A small steam shovel, usually mounted on a
flat car, for digging the ditches in railroad cuts.

Dividing Attachment (Vacuum Brake). A device to
regulate the application of the brakes to the loco-
motive or train, or both. See Ejector.

Division Arm (Twin Seats). The middle seat arm be-
tween the two seats.

Dog. A general term in mechanics for all devices which
bite or take hold of or give motion to other parts.
(For Pawl of Winding Shaft.) A disk or button
eccentrically pivoted in such a way as to hold the
ratchet wheel pawd of a winding shaft in its place.
The pawl itself of a ratchet gear is also sometimes
termed the dog in other forms of ratchet gear where
no dog to hold the pawl is necessary. A brake pawl-
dog is similar.

Dome. A spherical roof or covering. A vertical
cylinder attached to the top of the tank on tank cars
and to the top of steam boilers. See Tank Dome.

Dome Head (Tank Car). 109, Fig. 355. The top of a
T.\NK Dome.

Dome Lamp Shade. A Lamp Shade of curved or
spherical outline.

Door. Fig. 752. A frame of boards or plates of
metal for closing a doorway, as Box C.^R Door, Drop
Door, Platform Trap Door, etc. See Door Frame for
names of parts.

Door Bolt or Bar. 74b, Figs. 374-75. An iron bar, ac-
tuated by a handle, wdiich slides into a bracket or
eye and locks the door. Used chiefly on the swing
doors of refrigerator cars.

Figs. 1660-1662, etc. A metal bar attached to a
slide and fastened to a door so as to hold it shut
from the inside. They are either round, or barrel,
or square. A square neck door bolt is one with an
angle or shoulder in it. Flush door bolts are gained
in so as to be flush with the surface. A cupboard
catch is a form of door bolt having a beveled latch
and actuated by a spring; but bolts so formed are
commonly termed latches. See also Barrel Door
Bolt, Flush Bolt, Squ-^re Door Bolt.

Door Bolt Bracket. 72, Figs. 374-75. An iron eye at-
tached to the body of the car into wdiich the door
bolt or bar is forced, to hold the door in a closed
position. Used chiefly on freight cars which are
equipped with swing side doors.

Door Bolt Keeper. See Keeper.

Door Bottom Rail. See Door Frame.

Door Brace (Freight Car Doors). A diagonal piece
of timber framed into the door frame to stifi^en the
door.

Door Butt. -\ Butt IIikge.

Door Button. "A small piece of wood or metal swiv-
eled by a screw through the middle, and used as a
fastening for a door or gate." — Knight.

Door Cap (Freight Car Doors). A horizontal board
across the top of the door.

Door Case. The frame which incloses or surrounds
the sides and top of a door. The separate parts are
the door jambs or door posts, door sill and door
lintel.

Door Case Top Rail. A timber parallel with the Door
Lintel.

Door Center Girth (Freight Car Doors). A horizontal
board across the middle of the door. A middle

door rail, except that it is not framed into the door,
but simply nailed on.

Door Chain Bolt. A device which permits a door to
be opened a short distance, yet not far enough to
gain admission.

Door Check. Fig. 815, 816. A pneumatic or hydraulic
dash pot and spring attached with suitable levers to
the top of a swinging door and to the door lintel.
The spring tends to close the door, and the dash pot
checks its motion sufficiently to prevent the door
slamming shut.

Door, Door Jamb and All Other Inside Exposed Cor-
ners of Stock Cars, Rounding Corners (JVI. C.
B. Recommended Practice). Fig. 2756. In 1910 a
Recommended Practice was adopted that doors,
door jambs and all other inside exposed corners
of stock cars be rounded to prevent injury to
cattle.

Door Fastener. Figs. 788, 789. The common term for
the device by wdiich a car door is locked with the
aid of a seal.

Door Fixtures, Box Car (;\I. C. B. Standard). Figs.
2745-49. Side door fixtures. In 1897 a committee on
this subject reported with details which were after-
ward adopted by letter ballot as Recommended Prac-
tice of the Association.

In 1910 an outside hung side door and a flush side
door were adopted as Recommended Practice as rep-
resenting the minimum requirements in door con-
struction.

Also that the door hood coverings be omitted from
new cars, and as much as possible in repairs to old
cars.

In 1911 the location of center of hasp or sealing
eye was made preferably 5 feet from top of rail and
not more than S feet 9 inches from top of rail.

In 1912 the door hasp staple was increased from
55^ inches to 16 inches and provided with four bolt
holes.

In 1912 the drawings and details were advanced
to standard.

Door Fixtures, End (M. C. B. Recommended Practice).
Fig. 2755.

In 1912 the box car side door fixtures were trans-
ferred to standard, the end door fixtures remaining
as a recommended practice.

Door Frame. Figs. 805-809. The structure in which
the panels of a door are fitted. It is composed, as
is also a window sash, of the stiles, or upright pieces
at the sides ; the mullions, or central upright pieces ;
the bottom rail; the lock, or central rail, and the top
rail. The Door Case surrounds it.

Door Friction Roller. See Sliding Door Friction
Roller. '

Door Guards (Ba.ggage and Freight Car Sliding Doors).
23, Figs. 805, 809. Strips of wood which inclose the
space occupied by the door when open to keep the
freight from interfering with its movement.

Door Guide. Fig. 494. See Side Door Bottom Guide.

Door Handle. Figs. 494, 1865. A handle, commonly of
a D-shape, attached to a door as a means of opening
and closing it.

Door Hanger. Fig. 797; 21, Figs. 805-809; 819, 820, 832,
835. A device by which a sliding door is suspended
at its top, and which slides on a track. Most modern
freight car door hangers are fitted with rollers which
run on a door track.

50

DOO

CAR BUILDERS' DICTIONARY

DOO

Door Hanger Sheave. See Sheave.

Door Hasp. 73, Figs. 374, 375; Figs. 494, 787, 1663, 1716.
A metal clasp attached to a door, by which it is
fastened to a staple on the body of the car. A pin
or a car seal is passed through the staple after the
hasp is placed over it. Used chiefly on freight car
doors. Generally made of malleable iron and the pin
attached so that it cannot be lost. Padlocks are rarely
used on freight cars.

Door Hasp Holder. Fig. 494. A metal strap, usually
malleable iron, bolted to a freight car side door, and
having a hook or eye to which the hasp is attached.

Door Hasp Staple. Fig. 1663. A ring or U-shaped
staple over which the slotted part of the door hasp
fits and through which the door pin is passed.

Door Head. Figs. 495 and 497. A steel plate or com-
bination of steel plates placed across the top of a door
opening.

Door Hinge. See Hinge.

Door Holder. Figs. 830, 831, 833. A device for holding
a door open or shut. Also called door stop, as it is
also intended to check the momentum of the door
when swung open violently.

Door Holder Catch or Door Holder Stop. A metal
bracket attached to the floor (floor stop) or side (parti-
tion stop) of a car, with which a door holder engages,
to hold a door open.

Door Hook. 11, Figs. 374, 375; 22, Figs. 805, 809; Fig.
1664. A hook for holding a door open or shut.

Door Jamb. The side piece or post of a door case.
Also called door post. Xot to be confused with the
stiles of the door itself. See Door, Door Jam, etc.

Door Knob. Fig. 1676. A ball attached to the end of
the spindle of a door latch to take hold of in moving
the latch or opening the door. The knob is often
made in various peculiar forms.

Door Latch. Fig. 769. An attachment to hold the door
shut. See L.^tch. A door latch is often made in
combination with a lock, having a separate bolt and
key to secure or fasten the door from the outside.

Door Latch Bolt. See Latch.

Door Latch Keeper. See Keeper.

Door Latch Rose or Escutcheon. Fig. 1679. A plate
fastened to a door as a guard or bearing for the
latch spindle. A rose is frequently called a rosette. See

EsCUTCHEOX.

Door Latch Spindle. B, Fig. 1676. A small metal shaft

to which the door handle or knob is attached, and

by which the latch is turned.
Door Latch Spring. A spring which acts on the latch

hook or bolt and causes it to engage with its keeper;

usually made of a flat piece of steel.
Door Lintel. 99, Figs. 423-25. The horizontal part of

a door casing above the door. See Door Frame.
Door Lock. Figs. 785, 792, 796. See Lock., A L.\tch

is usually combined with a passenger car door lock.
Door Lock Bolt. See Lock.
Door Lock Keeper or Nosing. See Keeper.
Door Mullion. 2, Figs. 80S, 809. A vertical bar of

wood between the panels of a door. See Door

Frame, Door Window Mullion.

Door Name Plate. A metal plate on the inside of a
passenger car door with the name of the builder
inscribed on it. The name is now more commonly
painted on.

Door Notice Plate. See Notice Plate.

Door Operating Apparatus. 17, Fig. 297. The mechan-
ism used to open and close the type of doors, com-
monly known as drop doors, which are used on hop-
per, gondola and other types of drop-bottom cars.

Figs. 826-829. A power arrangement for controlling
the opening and closing of sliding doors on suburban
or street railway cars.

Door Panel. 10 and 11, Figs. 805, 809. "A piece of
board whose edges are inserted into the groove of
a thicker surrounding frame of a door." — Webster.
They are distinguished as lower, middle and upper.
Any panel, but especially the lower, is sometimes cut
up into two twin panels by a door mullion.

Door Pin (Freight Car Doors). A pin used to fasten
a hasp to a staple.

Door Pin Chain. A metal chain by which a door pin
is attached to a car.

Door Plate. A notice plate. See Door Name Plate.

Door Post or Door Jamb. 44, Figs. 285-88, 374, 375; 37,
Fig. 383; Fig. 409; 62, Figs. 423-25; Figs. 486, 487;
1, Figs. 80S, 809. A vertical post w-hich forms the
side of a doorway.

Door Post Plate. A metal plate laid over the door post
to protect it from damage.

Door Post Pocket. 44, Figs. 285-88. The pocket for
the door post. See Post Pocket.

Door Protection Plate. Fig. 496. A plate placed at the
side of a door way to act as a reinforcing member in
case of shocks, as when trunks, etc., are thrown
against the frame.

Door Pull. See Door Handle.

Door Rail. Figs. 805, 809. A horizontal member or
bar of tlie framing of a door. The upper one, 4,
is called the top rail ; the lower one, 5, the bottom
rail; 6, the middle or lock rail; 7, the parting rail.

Door Rail Bracket (Car Doors). A bracket to carry
a top door rail, serving as a guide for the door. See
Door Track Bracket.

Door Roller. Fig. 822. Also called a door sheave.
The term door roller is applied to a flat tread wheel
pivoted in a bracket and attached to the bottom of
a door to roll upon a flat surface rather than a
narrow track.

Door Sash. 12 and 13, Figs. 805, 809. A wooden frame
containing one or more panes of glass, placed in a
door. In some cases one of these sashes is made
to slide, so that it can be opened for ventilation.
They are distinguished as lower and upper door sash.

Door Sash Bolt. A metal pin attached to a sliding
door sash to hold it in any desired position.

Door Sheave or Sliding Door Sheave. A small wheel
on which a sliding door rolls. It is usually placed
at the top of the door, and sometimes at the bottom
also. It is carried in a door sheave holder. A
grooved casting called a door shoe or door slide is
sometimes used as a substitute on freight car doors,
especially when the load does not rest upon the lower
door track. See also Door Roller.

Door Shoe. Sec Dcor Sheave.

Door Sill. A cross piece attached to the floor on the
under side of a door opening.

Door Slide. See Door She.we.

Door, Sliding. See .Sliding Door.

51

DOO

CAR BUILDERS' DICTIONARY

DRA

Door Spindle. The bar passing througli the door which
carries the door knobs.

Door Spring. An attachment to make doors self-
closing.

Door Stile. 8, Figs. 805, 809. One of the two upright
pieces on the outer edges of a Door Frame.

Door Stop. Fig, 830. A peg or block against which a
passenger car door strikes when opened, often pro-
vided with a rubber cushion, especially for swinging
doors. Door holders, which both stop the door and
retain it, are often called door stops, as Figs. 830,
831, 833.

Freight Car Sliding Doors. 42, Fig. 368; Figs. 494,
776, I'll . A block of wood or an iron casting placed
on the side of the car to limit the distance that the
door can be moved. A Combined Stop and Lock is
a door stop with an attachment for locking the door.

Door Threshold Plate. A plate on the threshold of the
door.

Door Track. 65, d^, Figs. 285-88; Fig. 489. A guide
.which supports a sliding door, and upon which it
moves, or by which it is held in its place. They
are either top door tracks or bottom door tracks.
The former usually carry the weight of freight car
doors, which are hung thereon by door hangers. The
lower track serves only as a guide for the door shoes.

Door Track Bracket. A bracket for securing a side-
door track to the car. See also. Door Rail Bracket.

Door Track Support. Fig. 492. See Door Track
Bracket,

Door Window Mullion. A middle upright bar in the
door window frame. See Door Frame.

Doorway. The passage or opening formed by a door
casing, which is closed by a door.

Dope. A mixture of waste and oil, placed in journal
boxes to lubricate the journals.

Double Board Roof. The upper layer of grooved
boards is sometimes laid with the grooves under, so
as to form a kind of tube between the two layers
See Roof.

Double Body Bolster. Figs. 504, 507, 519-523. See
Body Bolster.

Double Chair. Fig. 1541. A twin car seat.

Double Coil Draft Spring. See Draft Spring.

Double Coil Jet System (Car Heating). A system of
car heating which combines the drum or jacket fea-
tures with the jet or Commingler system of injecting
steam into the hot water circulation. The steam is
first sent through the inner or steam coil of the dou-
ble coil in the heater, and then through an annulus,
into the circulating pipe. The jet is so directed as
to aid the circulation in the pipes. It is claimed to
be noiseless.

Double Coil Nest Spring. A spiral spring with another
inside of it.

Double Deck (Stock Car). 28, Fig. 368. A second floor
in a stock car half way between the ordinary floor
and the roof, to increase the carrying capacity of the
car for small live stock, such as pigs, etc. See Upper
Floor, and Car, M. C. B., Class S.

(Automobile Car.) Fig. 283. A similar arrange-
ment fitted in an automobile car.

Double Door. A door made in two parts. These are
sometimes fastened together by hinges, so as to fold
back on each other, and sometimes each part is hinged

to one of the door posts. Sliding doors are also some-
times made in two parts.

(Fruit Car.) Doors in pairs, one inside the other,
as in refrigerator cars, etc., are also called double
doors.

Double Lip Retaining Ring (Steel Tired Wheels). One
of the common methods of attaching a steel tire to

the body of the wheel.

Double Pipe Clip. An iron band made with two bends
for holding two pipes (as heater pipes) in their
place. See Clip.

Double Pressure Retaining Valve. See Pressure Re-
taining Valve.

Double Track Snow Plow. Fig. 228. A snow plow
for use on railroads having two or more tracks, and
so constructed that it throws the snow to one side
only.

Double Transom Truck. A four-wheel passenger
truck with two bolsters, designed to give the same
easy-riding qualities as the six-wheel truck.

Double Washer. A washer that serves two bolts.

Double Web Bolster. Fig, 515. A single bolster con-
sisting of two beams. The term is not a desirable
one, as it is likely to be confused with Double Body
Bolster.

Dovetail. "A flaring tenon adapted to fit into a mor-
tise having receding sides so as to prevent the with-
drawal of the tenon in the directions to which it
will be exposed to strain." — Knight.

Draft Arm. Fig. 677, 678. See Draft Sill.

Draft Beam. Fig. 676. A substitute for draft timbers
and stops, being cast in one piece and bolted on the
inside of the center sills.

Draft Door (Baker Heater). A door in the smoke
flue base, automatically opened and closed by the fire
regulator, by which the fire is regulated.

Draft Gear. 24, Fig. 320; Figs. 682-746. A term used
to designate the apparatus which connects the coupler
or drawbar with the car sills. It receives and dissi-
pates the shocks received by the coupler, thus tend-
ing to prevent their damaging the car. See Friction
Draft Gear, Tandem Spring Draft Gear, Twin
Spring Draft Gear.

(Passenger Equipment Car). See Three-Stem
Equipment.

Draft Gear Carry Iron. Figs. 699, 702, 724. A plate
which extends underneath the draft sills and sup-
ports the draft gear.

Draft Gear Cheek Casting. See Cheek Casting.

Draft Gear Followers. See Followers.

Draft Gear Tie Rod. A rod which connects an end sill
or platform end sill with a body bolster or other cross
timber to tie them together. The term is sometimes
applied to the draft rods of continuous draft gear.

Draft Key. Figs. 693, 699, 702, A key used with some
forms of draft gear.

Draft Lug Angle. 44, Fig. 410. An angle riveted to the
bottom of the center sill at the draft gear, to which
the lower part of the cheek casting is fastened.

Draft Plate. See Cheek Casting.

Draft Regulator. See Fire Regulator.

Draff Rod (Continuous Draft Gear). A rod which
unites two drawbars at opposite ends of a car, and
reUeves the draft timber attachments from tensile
stress.

52

CAK BUllvDEKS' DICTIONARY

UKU

raft Sill. 26, Figs. 285-88; 1, Fig. 297; 26, Figs. 355,
368, 374, 375 ; Figs. 673, 674, 677, 678. More commonly
designated as Draft Timber. The center sills which
transmit the draft stresses from end to end of the
car are sometimes termed the draft sills. When
metal draft members are used the term draft sill is
almost universally applied.
See SiLLSj Splicing of (Wooden Sills).

iraft Sill Tie Plate. Fig. 492. A plate riveted to the
draft sills to help in holding them rigid.

'raft Spring. A spring attached to a coupler or draw-
bar to give elasticity. They are usually so arranged
by means of follower plates at each end as to resist
either tension or compression.

Iraft Spring Pocket. A Drawb-^ve Spring Pocket.

iraft Spring Stop. A metal sleeve or thimble in the
center of a spiral draft spring to resist excessive com-
pression. Not to be confused with a drawbar stop.

iraft Spring Thimble. A projection riveted to the
follower plates and fitting inside the draft spring to
hold it in place.

iraft Timber. 26, Figs. 285-88. A pair of timbers,
carrying the drawbar attachments, placed below the
center sills, and usually extending from the platform
end timber of passenger-equipment cars, or the end
sill of freight cars, to the body bolster.

'raft Timber Bolt. A bolt used to secure a draft sill
to a center sill.

Taft Timber Pocket. A casting attached to the body
bolster or center sills of a car to receive the end of
a draft timber.

raft Timber Tie Bar. A transverse iron bar attached
to the under sides of a pair of draft timbers to tie
them together.

Tain Cock. See Reservoir Dr.^in Cock.

rain Cup or Drip Cup (Air Brake). A globular recep-
tacle under a triple valve to collect water of con-
densation.

rain Valve (Car Heating). Fig. 2041. A valve for
draining off the water condensed in the steam pipes
where an automatic trap is not used.

raw Head. The head of an M. C. B. automatic
coupler, exclusive of the knuckle, knuckle pin and
lock.

ravy Spring. See Dr.\ft Spring.

rav7 Timbers. See Dr.aft Timbers.

rawbar. Used synonymously with Coupler. It has
been used indiscriminately to designate both the old
link and pin drawbar and the modern automatic car
coupler. There has been in the past an effort to
confine the name drawbar to the old link and pin
type, but in the proceedings of the M. C. B. Asso-
ciation, in speaking of the height of drawbars, the
term is applied to the M. C. B. standard automatic
coupler. See Automatic Car Coupler.

rawbar Carry Iron. 25, Figs. 285-88; 22, Fig. 297;
28, Fig. 410; Figs. 493, 665-68. A U-shaped strap
fastened to the under side of the end sill and sup-
porting the outer end of the drawbar. Often con-
tracted to carry iron or carrier iron. Also called
stirrup.

rawbar Centering Device. Figs. 669-672, 675. A
device for maintaining the drawbar normally in the
center line of draft, but allowing it to move to either
side when the car is rounding a curve and is coupled
to another car.

Drawbar Safety Lug. See Coupler Horn.

Drawbar Stirrup. See Drawbar Carry Iron.

Drawbar Stop. See Cheek Casting.

Drawer Pull. A wooden or metal attachment on a
drawer to take hold of in pulling it out.

Drawing Room. A small room or compartment in a
drawing-room car. See Stateroom.

Drawing Room Car. See Parlor Car. A term at one
time applied to parlor cars, but now usually restricted
to certain types of sleeping cars which have one or
more separate compartments or drawing rooms con-
taining a double-berth section and a sofa or lounge,
in addition to which they are usually supplied with
a private toilet. Such a car is termed a Drawing Room
Sleeping Car.

Draw-Off Cock (Baker Heater). A cock for emptying
the pipes.

Dressing Room. Another name for a saloon, particu-
larly one provided with wash bowl and toilet facil-
ities.

Drip Coupling or Basin Coupling (Wash Basin). The
connection of the waste pipe or drip pipe with the
basin.

Drip Cup (Air Brake). A receptacle inserted in the
brake pipe to receive water condensing therein. A
drain cup.

Drip Pan (Refrigerator Car). A dish or pan at one
corner or end of the car for receiving the water
from the melting ice, usually permitting it to escape
by a trap.

Drip Tray. An enameled piece of iron placed directly
under the seat of a closet, and over the bowl.

Drip Valve. See Reservoir Drain Cock.

Drip Valve, Automatic. Fig. 1381. Used in connec-
tion with an automatic connector.

Driving Chain (Steam Shovel). A pitch chain, used to
make the steam shovel self-propelling, by engaging
with the pitch gear attached to one of the a.xles.

Drop fof Lamp). The drop of a center lamp is its
extreme length, measured from the ceiling to the
lowest part of the lamp.

Drop Bottom. See Drop Door.

Drop Bottom Car. Figs. 41-43, 45-51, 92, 93, 316-325,
328-333, 335-340, 356-359. A car with a level floor or
bottom, equipped with a number of drop doors, for
discharging the load. See also Car and Hopper Bot-
tom Gondola Car.

Drop Brake Shaft. Fig. 1419. A brake shaft which is
normally in a vertical position, but can be dropped to
a horizontal position and still remain operative should
conditirms of lading require this to be done.

Drop Door. 61. Fig. 3.?0; Figs. 752-763. A door at the
bottom of a drop bottom or hopper bottom car for
unloading it quickly by allowing the load to fall
through the opening. Drop doors are usually in
pairs, and are supported by a chain wound upon a
winding shaft or by a lever arrangement. Frequently
a drop door beam extends across the car above the
winding shaft to assist in supporting it and to stiffen
the car.

Drop Door Beam. See Drop Door.

Drop Door Chain. 64, Fig. 320; Fig. 752. A chain at-
tached to a drop door, and usually connecting it
with a winding shaft, for the purpose of controlling
the door. Also sometimes termed hopper chain.

53

DRO

CAR BUILDERS' DICTIONARY

DYN

Drop Door Chain Ring. An iron ring to wliich are
fastened tiie single chain passing around the door
winding shaft and the two chains which are attached
to eye bolts in each of the double drop doors.

Drop Door Eye Bolt. An iron bolt with an eye in
the upper end which is fastened to a drop door near
the edge away from the hinge and to which is se-
cured the drop door chain.

Drop Door Gear. See Door Operating Apparatus.

Drop Door Hinge. 62, Fig. 320. A hinge on which a
drop door swings ; usually made of iiat bar iron,
bent to form an eye, through which a hinge pin passes.

Drop End Door. Fig. 791. Used on gondola cars.
The entire end is arranged to swing down at right
angles to its normal position, for loading long
material.

Drop End Gondola Car. Figs. 52, 54. A gondola car
with the ends in the form of doors, which can be
dropped when the car is used for shipping long ma-
terial which extends over more than one car. See
also Car.

Drop Forging. One made by a die under a power
hammer.

Drop Suspension (Electric Lighting). Fig. 2324. A
drop or bent frame is used, attached to the truck
frame. As the belt or chain is adjusted by sliding
the generator, this is of the sliding type of suspen-
sion. See Suspension.

Drop Table. A table hinged to the wall so as to drop
against it out of the way when desired.

Drop Test Machine (M. C. B. Standard). Fig. 2736.
A machine for testing couplers, etc., by means of a
heavy weight being dropped on them. In 1900 the
drop-testing machine was modified and a further
modification made in 1901. Further modification in
1903. Modified in 1911 and advanced to standard.

Drop Testing Machine. See Figs. 2731-44.

Dropper Bar. Fig. 414. A special rolled steel bar.

Drum. A cylinder over which a belt or band passes.
"A chamber of a cylindrical form used in heaters,
stoves and flues. It is hollow and thin, and gener-
ally forms a mere casing, but in some cases, as steam
drums, is adapted to stand considerable pressure." —
Knight. See Steam Drum.

(Hoisting Gear.) The main cylinder upon which
the hoisting rope is coiled. The spur wheel is car-
ried on the same shaft.

Drum Cover (Baker Heater). A sheet iron covering
for the circulating drum on the outside of the car.

Drum Shaft (of a Derrick or Crane). The shaft on
which the winding drum is carried.

Drum Support (Baker Heater). A bracket on the roof
to hold the circulating drum.

Drum System of Car Heating. This method of heat-
ing employs a hot water circulation within the car,
to which a Baker or other similar heater is attached.
To provide a means for maintaining heat in the car
when steam from the locomotive is used, a drum is
employed to transfer the heat of the steam to the
water of circulation. Simple forms of drums con-
sist simply of a cylinder or pipe within another pipe
of larger cross section, provision being made for the
unequal expansion of the pipes, and outlet and inlet
orifices being provided for the circulation of the
steam and water.

Another type is the coil drum or coil jacket, which
generally consists of a large sized pipe or casting

capped at both ends. In this drum is placed a coil
of copper pipe, which coil is made a part of the hot
water circuit within the car. Steam from the loco-
motive is admitted to this drum around the copper
coil, through which heat is imparted to the water of
circulation. That part of the circuit above this drum,
becoming relatively lighter than the water of the cir-
cuit, a movement of the circulating medium is pro-
duced, creating a steady flow up through the coil.
The amount of heat communicated to the circulat-
ing medium depends upon the surface of the coil and
upon its conductive power to heat. A pressure of
from 10 to 20 pounds of steam is carried in the drum.

Dry Closet. Figs. 1638, 1647, 1648, 1652-1654. A closet,
so called in distinction from a water closet, which
is not flushed with water.

Duck. A cotton fabric, lighter and finer than canvas,
for use in car upholstery.

Dummy End (Passenger Equipment). Figs. 134, 137,
138, 411, etc. A term applied to the end construction
commonly used on baggage, express and postal cars,
which have no external platform or vestibule.

Dummy Hose Coupling. Fig. 1309. A casting of the
same shape as a hose coupling, into which the coupling
may be hooked and prevent dirt and debris getting
in the brake pipe, as well as to prevent the coupling
being damaged when hanging down.

Dump Car. Figs. 56-67. A car from which the load
is discharged either through doors or by tipping the
car body. See also Car, Center Dump Car and Side
Dump Car.

Dumping Tray (Postal Car). Fig. 1714. A tray used
in a postal car for handling mail.

Duplex Air Gage ("Air Brake). Fig. 1338. A gage to
register simultaneously on the same dial the main
reservoir pressure and brake pipe pressure. For this
purpose a red hand for the reservoir and black hand
for brake pipe pressures are provided.

Dust Arrester (of Pintsch Gas Pressure Regulator). A
cavity closed at each end by a perforated plate to
prevent dust entering to clog the regulating valve.

Dust Deflector (Windows). Figs. 1734, 1735, 1739. A
device for deflecting dust and cinders and preventing
them from entering the car, particularly through the
windows.

Dust Guard. Figs. 979, 991, 995, 1000, 1016. A thin
piece of wood, leather, felt, asbestos or other ma-
terial inserted in the dust guard chamber at the back
of a journal box, and fitting closely around the dust
guard bearing of the axle. It is to exclude dust and
prevent the escape of oil and waste. Sometimes
called axle packing or box packing. See also Dust
Deflector, Journal Box and Details.

Dust Guard (M. C. B. Standard). Fig. 2694. In 1909
standard dimensions for dust guards were adopted
for the four standard journal bo-xes.
Dutchman. A block or wedge of wood driven into a
crevice to hide the consequences of bad fitting in con-
struction. A kind of shim. Also a piece of metal
placed under the opening in a pipe clamp to prevent
the cutting of the hose when the clamp is tightened.
Dynamo (Electric Lighting). A generator of electric

current. See Generator.
Dynamometer. A machine for measuring the drawbar

pull of locomotives. See Dynamometer Car.
Dynamometer Car. Figs. 217, 254, 426-430. A car
equipped with apparatus for measuring and recording

54

EAR

CAR BUILDERS' DICTIONARY

ELE

drawbar pull and such other data as may be desired
in connection therewith. Used for the testing of
locomotives.

E

Ear Bail (Lanterns). An attachment formed of wire
connected with the wire guard, to which the bail is
attached, instead of to the body of the lantern.

Eaves Molding (Freight Cars). A plain strip some-
times used outside the fascia.

(Passenger Equipment Cars.) 93, Figs, 423-425. An
ornamental finish to the lower edge, of the lower
deck or main roof outside of and above the fascia.
A similar deck eaves molding is used for the upper
deck.

Eccentric Pivot Plate (for Seat Arms). A seat arm
pivot plate, made eccentric only to get room for
screw holes.

Egg Poacher. Fig. 1577. For use on parlor and buffet
cars.

Egg-Shaped Stove. A stove resembling an egg in
form. It is commonly known simply as a cast iron
stove, and is very largely used for cabooses, etc.,
where appearance is not important.

Ejector. An appliance for operating a vacuum brake
by exhausting or "ejecting" air. It consists essentially
of a pipe placed in the center of a surrounding shell
or casing, with an annular opening between the pipe
and the casing. When the current of steam is ad-
mitted at the lower end and escapes at the upper end,
the air in the casing is drawn out through the annular
opening by the current of the escaping steam. The
space is connected by a pipe with the appliances on
the cars for operating the brakes. Suitable valves are
also used in connection with the ejector to shut off
and admit steam and air. A muffler is used to render
noiseless the escaping steam. It consists simply of
a box of small round balls, like shot, through which
the steam must pass to escape. In the latest type a
combination ejector is used having two ejector pipes,
one a small one, which is kept in action continuously
to maintain the vacuum in the brake pipe, and a
large one for use in quickly releasing the brakes
after a stop.

Elbow. Fig. 1946. A short L-shaped tube for uniting
the ends of two pipes, generally at right angles to
each other.

Electric Car. An Electric Motor Car.

Electric Cell Filler. Fig. 2364. A device for supply-
ing storage battery cells with water.

Electric Compressor Governor. See Air Compressor
Governor.

Electric Heater. Figs. 1977-85, 2016, 2019. Heaters
used on electrically operated cars, where electric cur-
rent is available for their operation. Usually placed
under the seats. Heat is developed by passing cur-
rent through resistance coils and is controlled by
regulating switches. (Fig. 1976.)

Electric Lamps. Figs. 2432-2524.

Electric Lighting. Figs. 2270-2371, 2374, 2432-2524.
Storage System. Figs. 2326, etc. In this system each
car is provided with a storage battery, which must
be charged at terminals during the layover period.

Head-End System. Figs. 2290-91. The head-end
system consists essentially of a steam-driven gener-
ator located in the baggage car or on the locomotive.
Proper controlling apparatus is provided and train
lines are run from the generator through the entire

length of the train, flexible connections being used
between cars. It comprises the following apparatus ;
A generator, usually steam turbine-driven, placed in
the baggage car or on the locomotive, and furnished
with steam from the locomotive; the necessary indi-
cating, regulating and controlling apparatus placed
near the generator and in an accessible position;
train line wires of the proper size on each car and
running the entire length of the train, flexible con-
nections being made between cars, in the vestibule;
batteries, consisting of a suitable number of cells con-
nected in series and placed in battery boxes attached
to the under side of the cars; lamp regulators are
sometimes installed in the cars to compensate for the
line drop and to maintain constant voltage at the
lamps.

Axle Generator System. Figs. 2270-73; 2383, 2386,
2389, 2392-2305, 2311, etc. The axle generator sys-
tems used in this country comprise the following
principal parts : An axle-driven generator mounted
on the car truck. (Abroad where rigid trucks are
used the axle generator is frequently secured to the
under side of the car body.) A suspension by which
the axle generator is supported from the truck frame.
A drive, connecting the armature shaft to the axle.
A regulator for controlling the voltage and output
of the generator at all train speeds. An automatic
switch designed to open on reverse current for the
purpose of preventing discharge of the battery through
the generator. A regulator for controlling the volt-
age impressed on the lamp circuits. A battery of a
suitable number of cells to supply current when gen-
erator current is not available.

For the successful operation of the system, the fol-
lowing requirements must be met : The polarity of
the generator terminals must remain unchanged with
a movement of the car in either direction. At all
train speeds, from the cutting-in speed of the gen-
erator to the maximum, the generator output and
voltage must be maintained within the desired work-
ing limits. The generator must be automatically
connected and disconnected from the battery circuit
as the train speed rises above or falls below the critical
speed. The lights may be burned at any time and
the transfer of this load from the battery to the
generator and vice versa must result in no appreciable
change in the candle power of the lamps. The volt-
age impressed on the lamp circuit must be maintained
within such limits as will give satisfactory illumina-
tion and reasonable life of lamps.
Electric Lighting (M. C. B. Recommended Practice).
Figs. 2775-82.

In 1912 the following specifications were adopted
for electric lighting of passenger equipment cars :

GENERAL.

1. That in electrically lighted cars the following
voltages should be used:

60 volts (nominal) for straight storage, head-end
and axle-dynamo systems.

30 volts (nominal) for straight storage and axle-
dynamo systems.

2. That each electrically lighted car be provided
with a notice giving the followin,g information, and
that this notice shall be posted in the switchboard
locker:

*System.
Type of generator

*State whether axle dynamo, straight storage, and if used on
head-end system.

55

ELE

CAR BUILDERS' DICTIONARY

ELE

Type of regulator.

Voltage of system.

Ampere hours capacity of battery at 8-hour rate.

Number of sets of battery in parallel.

Nominal charging rate amps max.

amps.
Size of train line wires — B. & S.
Number of train line wires — (2 or 3).

Capacity of generator amps.

Axle pulley in. diam.

Generator pulley in. diam.

Length of belt ft in.

Wiring diagram (show location and capacity of

fuses).

3. That the rules of fire underwriters shall cover all
car wiring.

4. That all wiring under car to the switchboard
shall be run in conduits.

5. Standard lamps for car-lighting service should

la ij]d"i|

fbs. Baffsry and Dynamo

^ I Neg. Dynamo.

LocaHon of Connsc-for af/d Arrangement of
Termina/s IVhen Facing Can

ng.i.

Pos.

Hi|i|i|.h|i|i|ilt-n

Neg "^

-v < 1

/Z. i 1

Neg

-i|i|i|il'|i|ililil-

Jumpery^
Pos.

Ne^^Pos.
Dunamo CoHnecfion of BaHeri/ To Tram line.

Fis.S.

be in accordance with dimensions as shown on the
drawings.

6. That where train-line connectors are used, a con-
nector having dimensions as shown on the drawings
shall be used and located as shown on Fig. 1, with
connections to dynamo, battery and jumper as shown
on Fig. 2. If only two wires are used they shall be
connected to the outside terminals and the female
connector on each end of the car shall be stenciled:
"Not for use on head-end system."

7. That each electrically lighted car equipped with
batteries shall be provided with two charging recep-
tacles with swivel supports, as shown in detail on the
drawings, installed on each side of the car as shown,
the outside annular ring to be the positive.

CONTROL AND PROTECTION OF PARTS.

8. That each electrically lighted car shall be pro-
vided with a switchboard upon which shall be mounted
switches, fused switches or terminals. The switches,
fuses or terminals to protect and completely discon-
nect the following parts:

(a) Train line.

(b) Battery.

(c) Axle dynamo.

(d) Circuits for lamps, fans, etc.

The axle-dynamo terminals to control the positive
and negative armatures and the positive field of the

dynamo. Each of the above switches, fuses or ter-
minals to be plainly marked, designating the part con-
trolled, the positive terminal to be on the right side
facing the board.

9. Where a main lamp switch is used, or where
fuses controlling all lamps are used, they shall be so
stenciled in plain letters.

10. The switchboard or regulator panels of elec-
trically lighted cars shall be provided with fuses for
the protection of the parts given below and with the
type of terminal as specified.

(A) Train Line. — Terminals for reception of flat

fuses shall be provided 25^2 inches be-
tween centers; stud or screw to be J4
inch diameter with 20 threads per inch.

(B) Battery. — Optional. Fuse terminals, if used,

shall be same as for train line.

(C) Main Line Switch. — Optional. Fuse ter-

minals, if used, shall be same as for
train line.

(D) Circuits. — For lamps, fans, etc., fuse shall

be of the Edison screw-shell type for
both positive and negative.

(E) Axle Generator. — Positive armature fuse

terminal; terminals to have N. E. C. code
standard 150 amperes knife-blade contact
clips mounted with 4-inch clearance be-
tween clips.

(a) Axle Generator. — Negative armature fuse

terminal optional. If used, terminal shall
be same as positive.

(b) Axle Generator. — Positive field optional. If

used, to have ferrule type clip mounted
with 1-inch clear space between clips and
and to take N. E. C. code standard, 0 to
30 amperes.
Note. — Capacity of fuses, as designated above, to be
such as to properly protect the parts in question.

11. That each electrically Ughted car equipped with
battery box or boxes shall have provided a fuse block,
mounted in a suitable metal box at the positive and
negative terminals of each set of batteries, and that
the fuse block shall be in accordance with the detail
as shown and installed on the car substantially as
shown on the drawing. Knife-blade fuses shall be
provided with a capacity of between 101 and 200
amperes.

12. That where axle dynamos are used, negative,
positive and dynamo field shall be fused as close as pos-
sible to the dynamo and prior to the said leads either
entering the conduits or being secured to the bottom
of the car. The above fuses to be used for emergency
service only and to be at least one hundred per cent,
above the capacity of the fuses on the switchboards
protecting the same leads.

13. All wires or terminals must be marked for
identification.

batteries.

14. That batteries as a set shall be connected up
with a positive pole to the right, facing the car as
shown in Fig. 2.

15. Where lead storage batteries are used they
shall be preferably installed in double compartment
tanks substantially as shown.

16. That where double compartment tanks are used,
the connections and arrangements of battery terminals
are to be as shown on Fig. 3.

17. Battery boxes shall have provided in each door
a vent, substantially as shown on the drawing.

56

ELE

CAR BUILDERS' DICTIONARY

END

AXLE DYNAMO.

18. That a straight pulley seat be provided for the
axle pulley. That if a bushing or sleeve be used it
should preferably be secured to the axle, independent
of the pulley. Bushing to have an external diameter
of IVi inches and to be 8I/2 inches long, turned
straight. That the pulley hub have a uniform internal

Front of Double Csmporfmcrjf Trqu-

Nofe-iVhen Wiring House Hand
Connecfions Ant Used Mo/e
Head To Se Used for/hs lermind/
rcmd/e Head fbrNea Terminal

"'9. ^ l^'S^, Pos

connection ond Arrongemerrt or
leriTiinah in Dou6/e Comport'm'tTroi^.

diameter of 7H inches, the length of the hub to be 6J^
inches, the face of the pulley to be 9 inches or wider
if flangeless, and 8 inches if flanged. That the gen-
erator pulley be flanged, crowned and perforated, and
have a 7-inch face.

19. That when facing the end of the trucl< on which
axle generator is mounted, the pulley or sprocket shall
be on the right-hand side.
Electric Motor. Figs. 2533-35, 2541, 2548, 2561-7. See

Motor, Electric.
Electric Motor Car. Figs. 189-197, 204, 308, 419, 421, 422.
A car which is propelled by electric motors. See
Motor Car and Car.
Electric Motor Car Equipment. See Fig. 2536 for ar-
rangement of apparatus.
Electric Motor Truck. Figs. 948, 952-954, 960, 962, 963.
Electric Shovel. A power shovel operated by electric

power.
Electric Train Line Coupler (Electric Lighting). Figs.
2284-85. A device somewhat like a steam or air
brake hose coupler which is used to connect the elec-
tric light circuits on adjoining cars.
Electro-Pneumatic Brake. For long high speed electric
trains, such as used in subway service. In addition
to the functions performed by a quick action auto-
matic air brake means are provided for applying and
releasing the brakes on each car through the action
of electro-pneumatic valves energized by current taken
from contacts on the motorraan's brake valve and
continuous train wires. Brakes on long trains can
be apphed instantaneously and simultaneously with
this device, eliminating any tendency to surging.
Electro-Pneumatic Compressor Switch. Fig. 1333. A
device used in conjunction with the electric com-
pressor governor in the governor synchronizing sys-
tem for insuring uniform compressor labor. Its oper-
ation is controlled by the governor and its function
is to automatically open or close the circuit to the
motor-driven air compressor when the pressure in the
main reservoir line falls below a predetermined mini-
mum or rises to a predetermined maximum, respect-
ively, which pressures are determined by the setting
of the governor.
Electrode. Figs. 2347, etc. A term sometimes used to
designate the individual elements or plates of a
storage battery.

Electrolier. A chandelier of electric lights.

Elevated Car. An electric motor car for use on ele-
vated railways in large cities.
Ell. A short term for elbow.

Elliptic Spring. Figs. 1104-1109, 1111. A spring of
elliptical form made of two sets of parallel steel
plates of constantly decreasing length. Such springs
are generally used for bolster springs for passenger
cars.

The set of elHptic springs is the total amount of
bend or compression of which the spring is capable.
Elliptic springs in service are termed double or dupli-
cate, triplets or triplicate, quadruple, quintuple, sex-
tuple, etc., according to the number of springs used
side by side and connected by a single eye bolt, so as
to constitute practically one spring.

Emergency Coupler Knuckle. Figs. 642 and 643. A
knuckle which is designed for use in case of dam-
age to the knuckle of automatic couplers.

Emergency Coupling Device. Fig. 746. A short shank
coupler which can be chained in place if the stand-
ard coupler is pulled out or broken.

Emergency Head Back-Up Connection. Fig. 1383. A
device for application to an automatic connector in
order that a back-up cock, brake or signal hose may
be coupled to it.

Emergency Valve (Air Brake). 10, Figs. 1273-1275.
Fig. 1375. A valve used for making emergency appli-
cations of the brakes with the straight air system. See
Triple Valve.

Emergency Valve Nut (Triple Valve). 28, Fig. 1273.

Emergency Valve Piston (Triple Valve). 8, Figs.
1273-1275.

Emergency Valve Piston Packing Ring (Triple Valve).
30, Fig. 1273.

Emergency Valve Seat (Triple Valve). 9, Figs. 1273-
1275.

Emigrant Sleeping Car. A plainly finished sleeping
car for the use of emigrants. See Sleeping Car.

Empire Deck. A form of roof used in passenger car
construction in which both the lower deck and upper
deck are curved. Double deck sash, usually half
elliptic, are used and the upper deck is vaulted over
each deck window. See Vaulted Deck Window.

Empty and Load Brake Equipment (Freight). Fig.
1268. This equipment not only operates to materially
increase the total braking power controlling train
units on grades, but gives a practically uniform brak-
ing power on car units — whether empty or loaded — in
any service. In addition to the standard brake cylin-
der, auxiliary reservoir, and other details now used
with the standard freight brake, this equipment com-
prises : (1) An extra brake cylinder, called the
"load" cylinder (Fig. 1297), with notched push rod
and enclosed locking mechanism, which operates
when the equipment is set in load position; (2) suit-
able connections, levers, etc., to form the connection
and required multiplication of power from the "load"
cylinder to the "empty" cylinder lever system; (3)
a triple valve, slightly modified, to handle the extra
volumes and cylinder; (4) a change-over valve,
whereby the equipment may be placed in either the
empty or load position, as desired; (5) additional
reservoir capacity to furnish the air supply for the
"load" brake.

End Axle Guard. Fig. 976. The axle guard at the end

57

END

CAR BUILDERS' DICTIONARY

END

of a six-wheel truck, to support the outer axle in
case of breakage. See Axle Guard.

End Belt Rail. See Belt Rail.

End Brace. 35, Figs. 285-88, 374, 375. See Brace.

End Brace Pocket. See Post Pocket.

End Brace Rod. See Brace Rod.

End Carline. A carline at the end of a car body. See
Carline.

End Chute Plank. The planking of an inclined floor
of a car which discharges its load longitudinally
from the end toward the middle of a car.

End Compression Beam (Passenger Equipment Car
Framing). A timber directly above the sills over the
body bolster against which the compression beam
brace and the end counterbrace abut. The compres-
sion beam proper is situated at the middle of the car,
directly under the window sills. The end com-
pression beam is sometimes omitted.

End Counterbrace ( Passenger Equipment Car Fram-
ing). More commonly counterbrace. A brace in the
side of a car body, between its ends and the body
bolster. See Counterbrace.

End Door. 38, Fig. 383; Figs. 474, 773, 793. 804, 805. A
door in the end of a car.

In box cars this door, when used, is small and
generally about half way up to the roof. It is used
for loading and unloading long material, which can-
not be handled through the side doors. See Door
Fixtures, End.

On some classes of automobile cars one end of
the car is arranged in the form of a double swing
door.

The term is used in connection with passenger
cars to differentiate from the vestibule side door.

End Fascia. A plain board on the end of a car cover-
ing the upper ends of the sheathing boards and ex-
tending to the roof line.

End Frame. Figs. 479, 480, 482, 483. The frame which
forms the end of a car body. It includes the posts,
braces, belt rail and end plate. See Body Framing
and Frame.

End Girth. See Belt Rail.

End Girth Tie Rod. An end belt rail tie rod.

End Grab Iron. See Grab Iron.

End Hook ("Signal Cord). A hook sometimes used
on the ends of passenger equipment cars, high up
under the platform roof, for fastening the end of the
signal cord.

End Panel. A panel at the end and on the outside of
a passenger equipment car below the window.

End Piece (Wooden Truck Frame). 17, Figs. 947, 966;
Figs. 974-976. A transverse timber or bar by which
the ends of the two-wheel pieces of a truck frame
are tied together. A crooked end piece is one cut
away on top to clear the draft gear. The inside end
piece is the one nearest the center of the car, in
distinction from the outside end piece. They are
frequently designated as the front and back end pieces.

End Piece Corner Plate (Passenger Equipment
Trucks). Figs. 947, 966, 974, 976. A plate or casting
used to connect the wheel and end pieces and stiffen
the truck frame.

End Piece Plate. Figs. 974, 975, 976, 978. A plate used
to stiffen the end piece of a wooden passenger equip-
ment truck.

End Plank (Gondola Car). The planks in the end of

the car body. They often form a door, which is
hinged to the car floor so as to drop down upon it,
and is called a drop end or drop end door.

End Plate. 48, Figs. 285-88, 368, 374, 375; 37, Fig. 410;
260, Figs. 423-425 and 887. A member across the end
and connecting the tops of the end posts of a car
body and fastened at the ends to the two side plates.
It is usually made of the proper form to serve as
an end carline.

End Play (Of an Axle). The movement, or space left
for movement, endwise.

(Of a Truck Bolster.) Usually called lateral mo-
tion. See Swing Bolster.

End Post. 42b, Figs. 285-88; 37. Fig. 383; 24 and 25,
F'ig. 410. The vertical members in the end body
framing between the corner posts.

(Hopper Cars.) A vertical support for the over-
hang of the hopper floor, resting on the end sill.
Ladder rounds are usually secured to the two end
posts in the center.

End Post Pocket. 35a, Figs. 285-288. A pocket for
the end posts. See Post Pocket.

End Rafter. A term sometimes erroneously applied to
an end carline.

End Rail. See Wainscot Rail (Lower and Upper).

End Sheet. 19, Fig. 297. A plate used in closing in
the end of a steel car.

End Sill. 2, Figs. 285-88; 4, Fig. 297; Fig. 320; 8, Fig.
342; Figs. 355, 368, 374, 375; 42, 43 and 45, Fig. 410;
Figs. 478, 481. The transverse member of the under-
frame of a car framed across the ends of all the longi-
tudinal sills. In wooden underframe cars a heavy tim-
ber, approximately square in cross-section and in steel
underframe cars a rolled or cast section, or a
pressed plate. In passenger cars the end sill comes
directly under the end door, the platform (which
see), with its various parts, usually being a separate
construction. The British equivalent is head stock.

End Sill Angle. Figs. 489. 491. A commercial angle
used on an end sill which is built up of several
members.

End Sill Brackets (of Steel Frame Cars). Angle
plates used to connect the longitudinal sills and the
end sill. In bridge building such plates are termed
brackets. When of triangular section they are termed
gussets.

End Sill Diagonal Brace. 195, Figs. 285-88; 9, Fig. 297;
Fig. 491. A horizontal brace extending from the
end sill diagonally back to or beyond the bolster.

End Sill Flitch Plates. The iron or steel plates sand-
wiched between the wood members of a composite
end sill.

End Sill Plate. Fig. 491. A plate extending the full
length and width of a built-up end sill, and riveted
to the other members.

An iron or steel plate bolted on the face of the
end sill of some passenger cars to give added strength.

End Sill and Plate Tie Rod. Tie rod joining the end
sill with the end plate.

End Sill Stiffening Angle (Anti-Telescoping Device).
An angle riveted or bolted to the end sill stiffening
plate and to the end sill on tHe inside. The inner
body truss rods pass through it, the end sill and the
truss rod washer plate.

End Sill Tie Rod. An iron rod passing through the
end sill and the bolster to tie the two together.

58

END

CAR BUILDERS' DICTIONARY

EXA

End Slope. The sloping floor from the end of a hopper
car to the hopper door. See Hopper Slope Sheet.

End Stiffener. Fig. 888. A reinforcing member ex-
tending across the end of a freight car to prevent
it from bulging or breaking out due to shifting of
the load or end shocks. An end tie band is a mem-
ber of this kind, but with the ends bent and fastened
to the side of the car, thus tying the end of the car
securely together.

End Stud. See Stud.

End Tie Band. Fig. 888. See End Stiffener.
End Timber. See Buffer Be,\m, End Sill, Pl.mforii
End Sill.

End Train Pipe Valve (Steam Heating). Figs. 1975,
1992-3, 1995, 2011, 2051-4, 2060, 2068, 2087, 2089, 2094,
2102. x-\ valve in the train steam pipe at the end of
the car by which the entire car may be cut out.
Usually operated by an extension handle extending
up to the platform or out to the side of the car. For
an extension handle for operating this valve see
Figs. 2052 and 2094.

End Truss Plank. See Truss Pl.\nk.

End Ventilator. .\n aperture for the admission or
escape of air at the end of a car.

End Window Panel. A panel at the end and on the
outside of a passenger car along side the window, in
distinction from the end panel proper, which is be-
low the window. See Panel.

Equalizer. .\ sliort term for an EguALiziNr; P,ar.

(Vestibule.) A bar in the hood of a platform
which equalizes the pressure of the two upper face
plate springs and keeps the opposing face plates in
contact, so as to maintain frictional contact and exclude
dust and smoke.

Equalizer Connecting Chain (Vestibule). Three links
of a chain connecting the upper ends of the vertical
equalizing levers with the ends of the horizontal
equalizing lever.

Equalizer Spring. 79, Figs. 947. 966. A spring which
rests on an equalizing bar and carries part of the
weight of a car. .Single or double coil spiral or
helical springs are generally used for this purpose.

Equalizer Spring Block (Passenger Equipment Trucks).
76, Fig. 966. A casting bolted to the wheel piece and
resting on the equalizer spring cap.

Equalizer Spring Cap. 72, Figs. 947, 966; Figs. 974, 976.
A casting which fits over the top of the equalizer
spring and transmits to it the weight received from
the wheel piece.

Equalizer Spring Seat. 73, Figs. 947, 966; Figs. 974, 976.
A casting which rests on an equalizing bar and sup-
ports the spring.

Equalizing Bar (Passenger Equipment Trucks). 71,
Figs. 947, 966; Figs. 975, 978. Commonly abbrevi-
ated into equalizer. A wrought iron bar which bears
on top of the journal boxes and extends longitudi-
nally from one to the other. Equalizer springs rest
on it between the two boxes. It is used to trans-
fer part of the weight on one axle to the other, and
thus equalize it on both ; hence its name.

Equalizing Bar Pedestal (Four-Whccl Caboose Cars).
A casting serving to give a fulcrum to the center of
a lever, called an equalizing lever, which distributes
the weight of the car evenly on the two axles.

Equalizing Bar Seat. The surface on top of a journal
box on which an equalizer rests. See Equalizing Bar.

Equalizing Brake Lever. Fig. 1345. A floating brake
lever is also called an equalizing lever.

Escutcheon. Fig. 1679. A plate or guard for a keyhole

of a lock.
Examination of Car Inspectors, Rules for (M. C. B.

Recommended Practice).
In 1902 the following rules for examination of car in-
spectors were adopted as a Recommended Practice of the
Association :

requirements.

One year at oiling cars.

Two years at car repairing.

Age limit for new men, thirty years.

Age limit for promoted men, forty years.

Vision, 20-20 in one eye and not less than 20-40 in the
other, without glasses.

Method of Testing. — Acuity of Vision. — The test card
should be hung in a good light and the party to be
examined should, if possible, be seated with his back to
the window. Each eye should be examined separately,
using, for the purpose of excluding one eye, a folded
handkerchief. The lowest line that can be read should
be determined by exposing only one letter at a time
through a hole cut in a strip of cardboard. In making
out the report in each case, the visual acuity of each eye
should be denoted by a fraction of which the numerator
represents the number of feet at which the applicant is
seated from the card, while the denominator represents
the number of feet at which the lowest line which he can
read should be read. Thus, if at 20 feet he reads the
line marked 20 feet, his vision — 20-20 or 1, which is the
normal standard. If at the same distance he only can
read the line marked 70 feet, his vision — 20-70. If at
20 feet he reads the IS-foot line, the vision — 20-15, or
more than normal. If a room 20 feet long can not be
used, a testing distance of IS or 10 feet should be em-
ployed, in which case normal vision would be represented
by 15-15 or 10-10 respectively, and lower grades of vision
by such fractions as 15-20, 10-70 and so on.

Field of Tision. — Test should be made by having the
applicant and examiner stand about three feet apart, each
with one eye shut, looking each other steadily in the eye.
The examiner should then bring his hand in from the
edge of the field toward the center of the space between
them, until the applicant sees it coming. This should be
done from different directions, up. down and from each
side. The applicant should see the hand coming about
as soon as the examiner does. If not. this should be noted
on the report.

Hearing. — Test should be made in a quiet room. First,
the examiner should hold the watch opposite the ear to
be examined not less than 48 inches distant, then gradually
approach the ear until the applicant hears the tick, the
stop being used to satisfy the examiner that the applicant
is not deceiving. The distance at which the applicant
hears the watch should be noted in inches. The normal
ear should bear the tick of the watch at 48 inches. Then
the hearing power will be denoted by a fraction whose
numerator represents the number of inches at which the
watch is heard. Thus, if he hears the watch at 48 inches,
his hearing — 48-48, or normal. If he hears it at only 10
inches distant, his hearing — 10-48, and so on.

Cnlnr. — The committee does not think it essential that
inspectors should be rejected on account of imperfect color
sense. It is, however, believed that inspectors should be
tested as to their color sense so that they, as well as
their employer, may know their condition in this respect.

Educational. — The applicant should be able to write a

EXH

CAR BUILDERS' DICTIONARY

legible hand in English, and also to read manuscript mat-
ter as well as printed matter.

Car Knowledge. — The inspectors should be able to name
each part of the cars in general use, in preference using
M. C. B. dictionary terms.

M. C. B. Rules. — Inspectors must pass a satisfactory ex-
amination on M. C. B. Rules, answering 75 per cent, of
the questions submitted. These questions should be of
about the following character :

1. What are the Master Car Builders' Rules?

2. What is the object of the M. C. B. Rules?

3. What is the underlying idea or principle of these
rules ?

4. When is a company, operating the cars of another
company, responsible for defects of such cars?

5. When a company is thus responsible, what should
it do?

6. What care should be given to foreign cars by the
company hauling them ?

7. What cars must be accepted in interchange?

8. What is a defect card and how is it used?

9. Under what conditions is a road obliged to accept
a car which is carded for defects for which the owner
is not responsible?

10. What are the defects of wheels and axles for which
owners and delivering companies are responsible?

11. Describe the form and use of the M. C. B. wheel
gage.

12. What are the rules which apply to the cleaning
of triple valves and cylinders?

13. What does the limit of height of drawbars mean?

14. When a company is obliged to make improper
repairs, what must it do to call attention to such repairs?

15. What does the term unfair usage mean?

16. What are the rules regarding splicing sills?

17. What is the purpose of the repair card?

18. How do these rules apply to switching roads?

19. Are switching roads allowed to render bills
against owners direct for repairs of any other than those
named in Section 23 of Rule S?

Exhaust Muffler (Traction Air Brake). A device for
subduing the sound of air discharging to the atmos-
phere during operation of the brakes.

Expanded Metal. A perforated metal screen which is
made by slotting a sheet of iron or steel and then
drawing it out so that the slots form diamond-shaped
holes in the plate. It is largely used in composite
concrete construction as a binder and for lockers and
window guards.

Express Car. Figs. 112, 113, 128, 129, 133, 198, 200 and
202. A car operated in passenger trains for carry-
ing express freight. See Car, M. C. B. Classes B
and C.

Extension Bracket. See Running Board Bracket.

Extension Reach (Logging Cars). The reach is a long
bar connecting the two trucks. The extension reach
is adjustable.

Extension Reach End (Logging Cars). A strap for the
end of the extension reach.

External Cylinder Gage. A steel ring with a cylindri-
cal hole, which is very accurately made of a precise
size, and used as a standard of measurement for
the diameters of solid cylindrical objects.

External Screw Gage. A steel ring with a very ac-
curate screw thread in the inside for testing screw
threads. See Internal Screw Gage.

Extra Transom (Passenger Equipment Trucks). 20a,
Figs. 947, 976; Fig. 974. An extra or auxiliary

member placed alongside the transom to further
strengthen the truck frame.

Extra Transom Tie Rod. 23a, Figs. 947, 966. See
Sill Tie Rod.

Eye. "A small hole or aperture." — Webster. See
Eye Bolt.

Eye Bolt. Fig. 977. "A bolt having an eye or loop at
one end for the reception of a ring, hook or rope,
as may be required." — Knight.

Eye Bolt Link Hanger. A special form of Swing
FIanger having a very short link attached to an eye
bolt passing through the transoms.

Eyelet. Fig. 1S70, 1571. A short metallic tube, the ends
of which are flanged over against the object through
which it passes. Used as a bushing or reinforce-
ment for holes. In metallic eyelets of the usual
form the two halves which when compressed to-
gether form the eyelet are known as grommets. See
Carpet Eyelets.

(Window Shade.) A slot in the window shade
leather to fit over the sash hft to hold the shade fast.

Eyelet Nail. A wire nail with turned knob for use with
carpet eyelets.

F
Fabrikoid. An artificial leather made by coating a

cloth fabric with a secret compound which gives it

the texture and appearance of leather.
Face (of Rim of Car Wheel). The vertical surface of

the outside of the rim.
Face Plate. (Steel Tired Wheels). Figs. 1115, etc.

The plates connecting the tire and hub. They are

distinguished as front and back face plates.
See Vestibule Face Plate.
Face Plate Buffer. A buffer plate to which a vestibule

face plate is attached. See Vestibule Face Plate.
Face Plate Buffing Stem (Vestibule). See Face Plate

Piston.
Face Plate Piston (Vestibule). A face plate buffing

stem corresponding to the side buffer stem, beneath

the platform floor. The end is contained in a face

plate piston guide.

Fall (Hoisting Tackle). That part of the rope to
which power is applied.

Fall and Tackle. Another name for Block and Tackle.

Fascia. 90 and 91, Figs. 285-88; 91, Figs. 374, 375; 11,
Fig. 383. A plain board running the length or width
of the car, directly under the roof. Is designated as
side fascia and end fascia, depending on location.
In passenger equipment cars the eaves molding is
placed on the upper edge of the fascia.

Fastener. That which fastens or secures one thing to
another.

Faucet. Figs. 1590, etc. A synonymous term with
Cock, which see for fuller definition. See Push But-
ton Faucet, Bibb Cock, Telegraph Cock.

Faucet Alcove. A Water Alcove,

Feed Door (Baker Heater). A door for closing the
aperture, giving access to the fire pot or (in base
burners) the magazine.

Feed Tube (Oil Lamp). The tube connecting the
reservoir with the burner. The standard by which
the entire lamp is supported passes through it.

Feed Valve. Also called slide valve feed valve.

(Traction Air Brake.) A valve which automatically
maintains the pressure of air supplied through the

60

FEL

CAR BUILDERS' DICTIONARY

FLA

brake valve to the automatic brake system. It may
be attached either to the brake valve or placed in
the piping between the main reservoir and the brake
valve.

(Train Air Signal.) See Reducing Valve,

Felt Edge (Car Seats). A device for building up the
edges of car seat cushions. It is simply a roll of
felt stitched in such a manner as to fit over a cleat ;
and when tacked down it forms an even elastic face
to the cushion.

Female Center Plate. The body and truck center plates
are som.etimes called male and female plates, re-
spectively. See Center Plate.

Female Gage. An external gage. See Extern.\l Cyl-
inder Gage.

Fender Board. A board at the end of passenger car
steps to prevent mud and dirt from being thrown
on them by the wheels. More commonly, string
board. The splash board, if used, goes on the back
side of the steps.

Feralun. Figs. 610, 621. A metal cast with one or more
incorporated wear, heat and acid-resistant strata, ex-
posed as one or several faces, or embodied at a
desired depth. A stratum may be so exposed as to
give a gritty surface of extreme durability and any
desired degree of roughness for an anti-slip surface.
See Safety Tread.

Ferry Push Car. A very long platform car used for
pushing or pulling other cars on or off a ferry boat
when the latter is approached by an incline too
steep for locomotives, so that the latter can push or
pull the cars without running on the incline.

Field Coils. Coils of insulated copper wire or ribbon
surrounding the iron poles of a motor field magnet.
Standard motors have four poles. Current passing
through these coils produces the magnetic flux in
which the armature rotates.

Filler Block. E, Fig. 355. A block fitted into the space
between the tank head and the end sill of a tank car
to prevent the tanks moving on the frame. See Tank
Head Block.

Filler Cover. Fig. 1595. The cover for the opening to
the water tank supply on cars.

Fillet. A small light molding, more generally termed
a bead. A rounded corner left on the inside of the
angle where two surfaces join.

Filling Cock (Car Heating). Figs. 1961, 1996. A cock
used for supplying water to the hot water circulation
heating system. In some cases has a funnel attach-
ment, as in Fig. 1961.

Filling Device (Car Heating). Figs. 1963, 2091. Used
in connection with hot water heating systems.

Filling Funnel (Baker Heater). A funnel attached to
the coniljination cock for filling the circulating drum
with brine.

Filling Piece. Any piece of timber or metal used to

close a gap.
Filling Spider. See Body Bolster Filler.
Filling Valve (Acetylene Gas Storage System). Fig.

2239.

Filling Valve (Pintsch System). Figs. 2108, 2115. This
valve is a soft metallic seated valve of pecular con-
struction. Is handled with key, and is a left-handed
valve. One is placed on each side of a car, bolted to
an iron bracket. The pipe connection (1]4 in.) is
made to a connection piece which is slipped through

the bracket from the outside and screwed to the pipe.
The filling valve is then bolted back against this flange
connection piece, a lead and rubber gasket forming
the tight joint. The valve has a sheet iron cover se-
cured to it by four screws.

Finger Guard (Brake Beams). Fig. 1201. A projecting
rod or finger which prevents the brake beam from
being excessively displaced laterally by bearing on the
inside of the wheel. A wheel guard.

Finishing Varnish (Painting). An elastic (oily) var-
nish applied in two coats. See Painting.

Fire Extinguisher. Fig. 1914. Usually a small re-
ceptacle carried in a corner of passenger cars, and
containing some chemical which will extinguish fire.

Fire Regulator and Pressure Indicator (Baker Heater).
Fig. 1938. This device is attached to the hot water
circulating pipes at a point a little above the coils,
and is somewhat like the old ball and lever safety
valve, the ball or weight in this case being the draft
door. The fire regulator bowl consists of two con-
cave plates bolted together, with a corrugated steel
diaphragm and two copper duplicates, top and bottom,
between (for preservation). On this set of dia-
phragms rests a piston connected with a lever, on
one end of which hangs the counter draft damper in
the base of the smoke flue. On the front end of this
lever is the spiral adjusting spring, and the figures
denoting the pressure within the heater. The "ad-
justing spring" is to be hooked into the hole at the
figures denoting the pressure and consequent tempera-
ture desired.

First Class Car. The ordinary American day coach
used by the great bulk of short trip passengers. So
called to distinguish it, on the one hand, from those
of an inferior grade, as emigrant and (rarely) second-
class cars, and on the other hand from sleeping and
parlor cars, in which an extra charge, in addition to
the ordinary fare, is made. Second-class cars are used
in Canada.

First Class Carriage (British). Nearest American
equivalent, parlor or drawing-room car. A coach for
passengers paying the highest rate of fare. It is
divided into four or more compartments.

Fixed Brake Lever. More commonly. Dead Lever.

Flag Holder (for Corner Post of Passenger Car).
Fig. 1883, etc. A cast or malleable iron receptacle for
a signal flag staff.

Flag and Lamp Socket. See Signal Lamp Socket.

Flange. A projecting rim for attaching a part to any
surface by screws or bolts.

(Of a Car Wheel.) A projecting edge or rim on
the periphery for keeping it on the rail. See Wheels,
and Interchange of Traffic.

Flange Brake Shoes. Figs. 1256, 1257, 1261. Brake
Shoes so constructed that they bear on both the trcarl
and flange of a wheel.

Flange Fittings (Pintsch System). Figs. 2108 and 2110.
Special fittings required for the Pintsch system are
all flanged and made of brass, the flanges held to-
gether by screws. The joints are made tight by the
use of special lead and rubber washers.

Flange for Steel and Steel-Tired Wheels. See Wheel
Tread and Flange for Steel and Steel-Tired
Wheels.

Flange Thickness Gages. See Wheel Flange Thick-
ness Gages.

61

FLA

CAR BUILDERS' DICTIONARY

FOO

Flange and Wheel Tread, Form of. See Wheel Tread
AND Flange, Form of.

Flanges, Wheel, Distance Between the Backs of. See

Wheel Flanges, distance between backs of.

Flanger. Fig. 224. A form of plow, sometimes placed

under a special car, called a flanger car, but usually

under a snow plow, for clearing ice and snow from tbe

inside of the rails to provide a clear passage for the

wheel flanges. Flanges are also frequently attached

to locomotives, cither on or just behind the pilot.

Flashing (Plumbing). "A lap joint used in sheet metal

roofing, where the edges of the sheets meet on a

projecting ridge. A strip of lead leading the drip

of a wall into a gutter." — Knight. Hence, extended

[ to mean any strip of sheet metal of an L section used

to make a water-tight joint.
Flat Car. Figs. 68-81, 342-348. A freight car having a
floor laid over the sills, and without any housing or
Ijody above. See Car, M. C. B. Class F.
Flexible Joint. See Flexible Metallic Joint.
Flexible Metallic Joint. Figs. 1926, 1928-1929. A
metallic joint so designed as to provide for flexibility.
For a swing joint, see Fig. 1931.
Flexible Truck. Fig. 920. A truck with a more or less

flexible connection between bolster and side frame.
Flitch Plate. An iron or steel plale sandwiched be-
tween pieces of wood and bolted together to give the
member which they comprise greater strength. Also
called sandwich plates.
Floating Connecting Rod (Foundation Brake Gear). A
rod which connects a cylinder lever with a floating
lever.
Floating Lever. A le\'er, one end of which is fastened
to the fulcrum bracket, the other end connected to the
live truck lever, and the middle to the cylinder lever,
to which latter is connected the push rod.
Floating Lever Bracket. A bracket bolted to the under-
frame of a car to carry the floating lever of the brake
gear.
Floating Lever Hanger. A scjuare bracket or hanger

supporting the I^loating Lever.
Floor. 27, Figs. 285-88, 320; 12, Fig. 342; 39, Fig. 368;
G, H, and I, Figs. 374, 375. Fig. 404; 12 and 13, Fig,
410; Fig. 450, The boards, plates, or other material
which cover the sills of a car. In passenger cars the
floor consists of two, and sometimes three, courses of
boards, called respectively the flooring, intermediate
floor and deafening ceiling, the latter being on the
under side of tlie sills. With the introduction of steel
passenger cars has come the use of floors of concrete
and other mixtures (see Figs. 1565-1569). An inter-
mediate or upper floor, 28, Fig. 368; Fig. 416; 27,
Figs. 423-425, more conunonly called the double deck,
is used in stock cars for carrying sheep and hogs.
See Floor Nailing Strip, Floor Support.
Floor Beam. 7, Fig. 342. A beam for supporting the
nailing strips or floor stringer in a steel car, and also
acting to a certain extent as a tie between the side and
center sills.
Floor Chute. See Hopper Tube.

Floor Mat. Fig. 1572. A texture or structure of hemp,
cocoa fiber, rattan, India rubber, wood or other ma-
terial, laid on the floor of a car for passengers to clean
their shoes on.
Floor Nailing Strip. 14, Fig. 342; J, Figs. 374, 375; 21,
Fig. 383; 9, 10 and 11, Fig. 410; 6, Figs. 423-425. A

strip of wood placed between the sills, to which the
floor boards are nailed. See Xailing Strip.
Floor Nailing Strip Stiffener. 17 and 18, Fig. 410. A

metal reinforcing strip on a floor railmg strip.
Floor Pipe. See Hopi'ER Tube.
Floor Plate. See Center Pin Floor Plate.
Floor, Refrigerator Cars, Height of. See Refrigera-
tor Cars, I'loors and Ice Tanks.
Floor Stop (for Door Holder). A catch for a door
holder attached to the floor, in distinction from a
partition stop attached to the w^all or partition. See
Door Holder.
Floor Stringer. See Stringer.
Floor Strip. The strips that make the grated floor of

a street car.
Floor Support. 14, Fig. 410. See Floor Beam.
Flooring. See Siding, Flooring, Roofing and Lining.
Flush Bolt. Fig. 1661. A bolt attached to a slide
which is let into a door, sash or window, so as to
be flush with its surface. A spring flush bolt is com-
monly called a cupboard catch. Fig. 1666.
Flush Bolt Keeper. A plate which is attached to a
door, sash or window frame, and has a suitable hole,
in which a flush bolt engages.
Flush Handle. A handle for a lock or latch which is
placed in a recess, as of a door, sash or berth, and
wdiich does not project beyond the surface of the ob-
ject to which it is attached.
Flush Sash Lift. A metal sash lift with a recess which

is let into a sash so as to be flush with its surface.
Folding Door. Fig. 800. A door made in two or more

sections hinged together to close by folding up.
Folding Lavatory. Figs. 1614, 1618, 1619. A wash
stand for the staterooms of sleeping, private and busi-
ness cars, which can be folded out of the way and out
of sight.
Folding Platform Tail Gate. See Tail Gate.
Folding Table Leg. 28, Figs. 1458, 1459. See Table.
Folding Wash Stand. See Folding Lavatory.
Follower Block. Fig. 693. A special form of draft

gear follower plate.
Follower Bolt. A piston follower bolt. See Piston.
Follower, Draft Gear (^I. C. B. Standard). Decided
in 1905 that flat followers made of wrought iron or
open-hearth steel \% in. thick for tandem spring gear
and 2;/[ inclies thick for twin spring and friction gea''
be adopted as recommended practice. Advanced to
Standard in 1907.
Follower Lug. See Cheek Casting.
Follower Plate. Figs. 702, 703, 714, 724, 742. Plates
which bear against each end of a draft spring and
transmit the tension and compression on the drawbar
to tbe draft springs and to the draft timbers. See also
Followers.
Follower Plate Support. Fig. 496. A support or
guide placed across the center or draft sills, for the
draft gear followers.
Follower Stop. See Cheek Casting.
Foot Board (Freight Cars.) See Brake Step.
Foot Plate (Three Stem Coupler). A cast iron wear-
ing plate on the upper side of the passenger platform
end sill. In platforms with vestibules a sliding foot
plate is attached to the buffer plate and works or slides
back and forth in a foot plate housing.

62

FOO

CAR BUILDERS' DICTIONARY

FOU

Foot Plate Housing. See Foot Plate.

Foot Rail. A horizontal wooden bar underneatli a car
seat for the passengers who occupy the next seat to
rest their feet on. A foot rest.

Foot Rest. A movable support for the feet of pas-
sengers, commonly two horizontal wooden bars under-
neath a car seat, and attached to two iron rockers,
called foot rest carriers, pivoted in the center so that
it can be adjusted to a comfortable position for the
passengers occupying the next seat, or mo\'cd out of the
way if desired. Another style is an adjustable foot
rest sliding in a grooved channel. A |)orlable stuffed
carpet foot rest is usually termed an ottunian or
hassock.

Forefoot Sheave (Steam Sho\el). A li.Kod puiiey
located below the floor under the boom foot shca\'C
about which the hoisting chain runs before lieing car-
ried to the hoisting drum.

Foreign Car. Any car not belonging to the particular
railway on which it is running. Sec Interchanoe of
Traffic.

Foundation Brake Gear. The levers, rods, brake lieams,
etc., by which the piston rod of the brake cylinder
is connected to the brake shoes in such a manner
that when air pressure forces the piston out the brake
shoes are forced against the wheels.

Foundation Brake Gear, High Speed, for Passenger
Service (M. C. B. Recommended Practice). Figs.
2761-63. In 1903 the schedules for high speed founda-
tion brake gear, as shown on the drawings were
adopted as Reconnuended Practice. Modified in 1907,
In 1912 the drawings were re\'ised to permit the hand
and power brake to work in harmony. In preparing
these schedules the following fundamentals of design
were adopted :

FUNDAMENTALS.

i^raking power to be 90 per cent, of the light weight of
the car.

Equalized pressure in brake cylinder, sixty pounds per
square inch.

Maximum pressure in brake cylinder, eighty-five pounds
per square inch.

Maximum stress in levers, 23,000 pounds per square inch.

Maximum stress in rods, except jaws, 15,000 pounds per
square inch ; no rod to be less than Ji inch in diameter.

Maximum stress in jaws, 10,000 pounds per square inch.

Maximum shear on pins, 10,000 pounds per square inch.

Diameter of pins to provide a bearing value not to ex-
ceed 23,000 pounds per square inch.

The reduction of stresses m rods, levers and jaws due
to friction of the foundation brake, and the reduction of
braking power due to the same cause and to the action of
release springs should be neglected, because it is consid-
ered to be too difficult to determine their value even with
a fair degree of accuracy.

SIX-WHEEL TRUCKS.

The committee submits schedule "A-1" herewith for cars
weighing 80,000 to 100,000 pounds and having six-wheel
trucks, and schedule "A" for cars weighing 100,000 to
137,000 pounds and having six-wheel trucks; the difference
between these schedules is that a sixteen-inch brake cylin-
der is to be used for schedule "A" and a iourteen-inch
brake cylinder is to be used for sched.de "A-1," otherwise
they are the same. The location of the fulcrum hole in
the cylinder lever is made to vary by quarters of the inch
to suit the weight of the cars, but only one fulcrum hole
shall be drilled in each lever.

With fchtdu'.e ".V" there shnuld be used a liral-e beam
suitable for a l'.:.d of -.S (JJO pnupAls, and uitb scliedule
"A-1" there shuul 1 1 c rsed a brake beam suitalde l"r a
load of 22,000 pdUU'ls imposed at the iniddle (if the lieam.

FIIUR-WHEEL TRUCKS.

Schedule "B-1," submitted herewith, is for cars weighing
50,000 to 70',000 pounds and having four-wheel irucks, and
schedule "B" is for cars weighing from 70,000 to 90,000
pounds and having fnur-wheel trucks, the dift'erences be-
tween the t\vo being that a fourteen-inch brake cylinder is
to be used with schedule "B," cars weighing 70,0(X) to
9X3,000 pounds, and a twcl\-e-inch brake cylinder is to be
used with schedule "B-1," cars weighing 50,000 to 70,000
pounds; also that with schedule "B" there should be used
a brake beam suitable for a load at the middle of 28,000
pounds, the same as for schedule "A," and with schedule
"B-1" there should lie used a brake lieam suitable for a
load at the middle of 22,000 pounds, the same as for
schedule "A-1."

The proper braking power for the weight of car is ob-
tained by the location of fulcrum hole in the cylinder lever.
Schedule "C" was designed for cars weighing 50,000
pounds and less and equipped with four-\vheel trucks. A
ten-inch brake cylinder is to be used with this schedule
and a brake beam suitable for a load at the middle of
15,200 pounds.

DESIGNATION OF RODS AND LEVERS.

On the drawings, the location of levers and rods arc
designated by letters ; the first letter in the designation
distinguishes l:etween liody and truck. The second letter
distinguishes between the levers and the connections. The
figure following the second letter is the distinctive number
for the lever or connection ; and following this figure is
the schedule letter to which the lever or connection be-
longs. Thus B-C2-B means body connection number two
(second from cylinder piston rod), of schedule "R" ; also
T-L2-B would mean truck lc\er number two for sclied-
ule "B."

STENCILING LIGHT WEIGHT OF CAR.

The committee recommends that the light weight of car
be stenciled on each car. The cross frame tie, when ex-
posed, furnishes a convenient place on which to show the
weight, but when this place is not available some other
means should be provided. In addition to this the length
of the cylinder end of the cylinder lever should be shown
so that no calculation would be necessary to determine
the proper cylinder lever for the car.

MARKING LEVERS.
It may be found desirable by some railroad companies
to mark each lever in a manner to indicate tli ; schedule to
which each belongs and the location of each in the Ijrake
rigging, and if this is done it is suggested that the mark-
ing be the same as indicated on the drawings.

TABLE I.
Light Maximum

Weights Size Load

Schedule of Cars. Type of of Brake at Middle of
Designation. (Lbs.) Truck. Cylinder. Brake Beam,
f 100,000 1

A. -| to }- 6-wheel 16 inches 28,000 lbs.
[ 137,000 J

f 80,000 1

A-1. ■{ to |- 6-wdieel 14 inches 22,000 lbs.

[ 100,000 I

f 70,000 1

B. i to |- 4-wbecl Winches 28,000 lbs.
I. 90,000 J

63

FOU

CAR BUILDERS' DICTIONARY

GAG

f 50,000 ]
B-1. -I to j- 4-wheel 12 inches 22,000 lbs.

[ 70,000 J
C. 5 50,000 1 4-wheel 10 inches 15,200 lbs.

I and less. J

Three have been brought together in Table 1 the
distinctive data of each schedule so that by refer-
ring to the table there can be found quickly the
correct schedule for any particular car.

Fount. The oil receptacle of a lamp.

Frame. A structure composed of a number of mem-
bers designed and arranged to withstand the stresses
set up in the particular part of a car for which it is
intended. See Undeefeame, Etc.

Free Air Space (Refrigerator Car Insulation). An air
space which has free communication with the outside
air so that the air can circulate through it.

Freight Car. Figs. 1-118, 203-207, 261-381. A general
term used to designate all kinds of cars which carry
goods, merchandise, produce, minerals, etc., to dis-
tinguish them from those which carry passengers.
British term, wagon. See also Car.

Freight Car Lock. Figs. 764-803. A lock for fastening
the doors of freight cars.

Freight Equipment Car. See Car and Freight Train
Car.

Freight Equipment Cars, Marking on. See Maeking on
Freight Equipment Cars.

Freight Train Car. A car ordinarily operated in freight
trains. See Car.

Freight Truck. Figs. 920-945. A freight car truck.

Fresnel Lens. A lens formed of concentric rings of
glass or other transparent substances, one or both
sides of which are bounded by spherical surfaces.

Friction Block. 27, Fig. 966; Fig. 977. A casting at-
tached to the truck bolster as a guide and to prevent
wear between the bolster and transom.

Friction Buffer. Figs. 527, S28, 530, 531. A buffer in
which shocks are absorbed by friction.

Friction Draft Gear. Figs. 689, 695, 696, 699-710, 712-720,
723-727, 730-744. Any form of Draft Gear which
makes use of friction for absorbing and dissipating
the energy of buffing and tension shocks transmitted
through the couplers.

Friction Draft Spring. Fig. 687. A special spring,
the design of which is such as to increase its capacity
by friction between the coils. See Spring Dampener.

Friction Plate. A place to prevent wear, as a plate
screwed to the wall to protect the wood work from
' chafing by the seat back arms when the seat back is
tilted.

Fiff. 974. See Bolster Chafing Plate.

Friction Roller. A wheel or pulley interposed between
a sliding object and the surface on which it slides
to diminish the friction.

Frieze. A kind of plush or cloth used in upholstering.
Commonly used for covering car seats.

Frog Wing Gage. See Gu.ard Rail and Frog Wing
Gage.

Fruit Car. Fig. 116. A box car equipped with some
means of ventilation, for carrying produce which does
not require refrigeration. Used commonly for fruit.
See Ventilated Box Car.

Frying Pan. Fig. 1581. For use on parlor and buffet
cars.

Fulcrum. "In mechanics, that by which a lever is sus-
tained, or the point about which it moves."— Web-
ster. See Brake Lever Fulcrum.

Fulcrum Hanger Bar. Fig. 978. A support for the
brake lever fulcrum of a six-wheel truck.

Funnel. "A vessel for conveying fluids into close
vessels; a kind of inverted hollow cone with a pipe;
a tunnel." — Webster. See Filling Funnel.

Furniture Car. A large box car, particularly designed
for carrying furniture or other light freight which is
bulky. See Cae.

Furring. 59, 59b, 59e and 66, Figs. 423-425. Pieces of
wood placed in a wall or between sills to which to
nail sheathing or flooring. The term is also applied
to angle blocks glued or nailed in the inside angles
of wood work, where strength and stiffness are re-
quired. See Blocking and Nailing Strip.

Furring Brace Blocks. Blocks of triangular cross sec-
tion glued in the angles between the sheathing and
furring to give it greater stiffness.

Fuse. A wire strip or bar of fusible metal or alloy
placed in series with an electric circuit and designed
to melt and open the circuit when the current exceeds
a predetermined value. It performs a function sim-
ilar to that of a circuit breaker.

Fuse Box. A support for fuses, containing contacts for
readily attaching the same, and usually provided with
magnetic blow-out.

Fusee. The cone or conical part of a watch or clock,
round which is wound the chain or cord. It is a
very ancient mechanical contrivance, and is made of
a cone form in order to equalize the power of the
spring, the leverage of the cord increasing as the re-
sistance of the spring increases and vice versa. See
Berth Spring Fusee.

Also a term applied to a signaling device used after
being lighted, to drop from the rear of trains to warn
following trains and prevent rear end collisions.

Gage. A tool or instrument used as a standard of
measurement of pressure or size. See Cylindrical
Gage, Duplex Air Gage, Pressure Gage, Steam
Gage, etc.

(Back-Up Air Brake). Fig. 1385. An air gage
to guide the brakeman in setting the brakes with the
back-up brake apparatus.

(Of Track.) The distance in the clear between
the heads of the rails of a railway; 4 ft. 8^ in. is
the standard gage ; if greater than this by more than
Y:: in., a broad gage; if smaller, a narrow gage. Wide
gage usually means a minor and irregular or excep-
tional enlargement of a given fixed gage, in distinction
from tight gage, a corresponding contraction. See
Wheels and Track, etc.

Gage, Guard-Rail and Frog Wing. See Guard-Rail
and Frog Wing Gage.

Gages, Journal Bearing and Wedge. See Journal
Bearing and Wedge Gages.

Gages, Limit, for Inspecting Second-Hand Wheels.
See Wheels, Limit Gages for Inspecting.

Gage for Measuring Thickness of Rim of Steel Wheels.
See Wheels, Steel, G.\ge for Measuring Thickness
OF Rim.

Gage, Plane, for Solid Steel Wheels. See Wheels,
Solid Steel, Plane Gage for.

64

'S

GAG

CAR BUILDERS' DICTIONARY

GLA

Gages for Round Iron. See Limit Gages for Round
Iron.

Gage, Rotundity. See Wheels, Solid Steel, Rotundity
Gage for.

Gage, Wheel-Check. See Wheel-Check Gage.

Gage, Wheel Defect. See Wheel Defect Gage.

Gages, Wheel Flange Thickness. See Wheel Flange
Thickness Gages.

Gain. "In architecture, a beveling shoulder, a lapping
of timbers, or the cut that is made for receiving a
timber." — Webster. In car work the term generally
means a notching of one piece of timber into another.

Galvanized Iron. Sheet iron covered with sal ammo-
niac, after first being cleaned in a bath of dilute acid
and then coated with zinc by immersing it in a bath
of the liquid metal. An amalgam of 11.5 zinc and 1
mercury is sometimes used. It is usually made in
sheets about 2 feet wide by 6 to 9 feet long, and its
thickness is measured by its number, wire gage
(W. G.). See Kalamined Iron.

Gas Arm. A Gas Way Tube.

Gas Broiler and Utensils. Figs. 1S7S-1S81. A small
cook stove heated by gas for use on parlor and sleep-
ing cars in preparing Ught meals.

Gas Burner. Fig. 2111. "The jet piece of a gas light-
ing apparatus, at which the gas issues and combustion
takes place." — Knight.

Gas Lamps. Figs. 2118-2266.

Gas Pipe. See Pipe.

Gas Pipe Fittings. Fig. 2110.

Gas Plate. See Fig. 1712 and U. S. Postal Car spec-
ification for standard gas plate for postaJ car use.

Gas-Way (Pintsch Lamp). 327, Figs. 2131-2141.

Gas-Way Tube (Pintsch Lamp). 309, Figs. 2131-2141.

Gasket. A thin sheet of rubber, cloth or sheet metal
put in a joint between two pieces of metal to prevent
leakage. For a special form of gasket used with a
car heating apparatus, see Figs. 1955, 2057, 2059, 2080,
2082, 2100; see Fig. 2065 for steam hose gasket re-
mover.

Gasolene Motor Car and Gas-Electric Motor Car. See
Motor Car.

Gate. See Platform Gate.

("Of a Casting Mold.) The opening through which
the meltfd metal is poured.

Gauze. See Wire Gauze.

Gear. In mechanics the term is used to designate a
combination of appliances for efi^ecting some result,
as valve gear. See Brake Gear, Draft Gear, etc.

Wheels are said to be in gear when they have cogs
interlocking or intermeshed.

Gear Case (Electric Motor). Fig. 2539. A case en-
closing the gear and pinion of a railway motor to
exclude dirt and water.

Gear Wheel. A cogged or toothed wheel. A spur
wheel.

General Service Car. Figs. 92, 93, 356-359. A car suit-
able for carrying a variety of classes of freight. See
also Car, M. C. B. Classes X M and S D, and Con-
vertible Car.

Generator (Electric Lighting). Figs. 2271, 2283, 2286,
2288,2290-92,2297-98,2303-4,2311. A machine for gen-
erating an electric current, driven by a belt, chain or
e'ear frnm an axle or bv an eneine or steam turbine

mounted in a baggage car or on a locomotive. See
Electric Lighting, Axle Generator.

Generator Apartment. Fig. 231. An apartment in a
passenger equipment car in which the electric lighting
generator is located.

Generator Coils (Heaters). Figs. 1937, etc.; 1960.
Wrought iron pipe coiled into a spiral shape and put
into the fire pot of a heater, to heat the water they
contain and create a circulation through the hot water
pipes of the car. Among the different types is the
expanding generator coil in which the diameter of the
pipe increases as the heated water ascends in it.

Generator Regulator. Figs. 2273-4, etc.; 2307, 2309, 2316,
2994-5. An automatic device for controlling the action
or output of the axle driven generator. As it is de-
sirable to arrange the generator to become operative
or generate its full voltage at a low speed, provision
must be made for taking care of the output of the
generator when it runs at very high speed. Generator
regulators are generally designed to control the field
of the axle generator, weakening it at high speeds and
strengthening it at low speeds. They are made in
various ways, the three principal types being rheo-
static type, contacting type and counter electro motive
force type. The rheostatic type consists of a rheostat
of some form in the shunt field circuit of the gen-
erator. The resistance of this rheostat is generally
varied by means of some motive power device, such
as a solenoid or small motor. The action of the mo-
tive power device is controlled by the electrical condi-
tions that obtain in the system. The contacting type
employs a fixed resistance in the field circuit of the
generator, which is intermittently cut in and out, de-
pending upon the conditions. In fact, such a regulator
acts substantially like a rheostatic device and accom-
plishes the same purpose. The counter electro mo-
tive force type consists of a small motor-driven gen-
erator which generates counter electro motive force
or back pressure in the field circuit of the main gen-
erator. The counter electro motive force is controlled
in the same manner as the operating device of the
rheostatic or contacting types of regulator and it ac-
complishes the same end. See Electric Lighting.

Gib and Key. A fastening to connect a bar and strap
together by a slot common to both, in which a gib with
a beveled back is first inserted and then driven fast by
a taper key.

Gimlet Pointed Screw. A common wood screw, which
has its screw cut to a point like a gimlet, so that it
can force its own way into wood.

Girder. "The term girder is restricted to beams subject
to transverse strain, and exerting a vertical pressure
merely on their points of support." — Stoney. The
term is almost synonymous with truss. Thus engi-
neers speak of a "Howe truss," a "Pratt truss," a
"Warren girder" and a "lattice girder." The distinc-
tion is that a truss consists of separate parts held to-
gether by pins, or even simply by pressure, which may
be taken down and re-erected; whereas a girder is a
single solid structure, either all one solid piece (rolled
girder), or of plates riveted together (plate girder),
or of combined plates and riveted lattice work (lat-
tice girder).

Girth. See Belt Rail.

Girth Tie Rod. A Belt Rail Tie Rod.

Gland. A stuffing box, as of a piston rod, valve rod,
etc.

65

GLA

CAR BUILDERS' DICTIONARY

GRO

Glass Water Gage. A gage consisting essentially of a
vertical glass tube connected at the top and bottom
with a boiler so as to indicate the height of water
therein.

Glassware (Car Lighting). Figs. 2377, 2378, etc.

Glideover Seat. Fig. 1554. See W.alkover Seat.

Globe (of Pintsch Gas Lamp). Figs. 2128, etc.; 2386,
etc. A globe of hemispherical form, admitting air
only from the top. It is almost a universal type of
car lamp globe in Europe.
A glass bowl.

Globe Holder. A device for holding a globe on a lamp.
Usually it consists of a metal ring at the base of the
globe, on which the latter rests, and to which it is fas-
tened with springs, screws, or by the pressure of the
globe chimney on top, when the latter is adjustable.

Globe Valve. See Fig. 2038 for type used in car heating.

Glue Size. One pound of glue in a gallon of water.
Double size has about twice this cjuantity of glue.
Patent size is a kind of gelatine.

Gondola Car. Figs. 35, 37-55, 316-341. A car with sides
and ends, but without a top covering, for the trans-
portation of freight in bulk. Gondola cars are some-
times distinguished as high side, low side, drop bottom
and hopper bottom. The floor or bottom is level.
See also Car, Hopper Bottom Gondola Car and Drop
Bottom Car.

Goods Wagon (British). American equivalent, freight
car. The general name for vehicles used in transport-
ing merchandise, as distinguished from a passenger
carriage.

Governor (Air Brake). See Air Compressor Governor.

Grab Irons. 60, Figs. 285-88, 374. 375; 22, Fig._ 297; 102,
Fig. 320; 9 and 10, Fig. 3?3 ; 607, 611, 612-614, 619, 620,
623. ,'\lso termed hand holds and grali handles. They
are attached to freight cars for the use of trainmen
in boarding the cars, and are often more definitely
specified as roof, side or end grab irons. They are
attached to the ends of passenger equipment cars,
both for the use of trainmen and for passengers while
boarding a train. See Safety Appliances. Similar
parts on passenger cars are called Hand Rails.

Graduated Spring. A form of compound spring in
which only a certain number of the individual spirals
come into action with a light load, and the others only
under a heavy load. Another method of accomplish-
ing the same end, graduating the resistance of the
spring to the load placed upon it, is the use of the
keg-shaped or spool-shaped spring. Under a load the
part of larger diameter closes first and that of smaller
diameter is much stiffer. Graduated springs have been
constructed by combining rubber and spiral springs,
but they are now out of use. Graduated springs have
been superseded by single and double nest coil springs
of equal length, and few, if any, are being applied.

Graduating Spring (Triple Valve). 22, Fig. 1273, 1274;
21, Fig. 1275. A spiral spring which acts against a col-
lar on the graduating stem to restrain the triple valve
piston from moving beyond service position when a
gradual brake pipe reduction is made, but which is
compressed by the piston when a sudden brake pipe
reduction is made.

Graduating Stem (Triple Valve). 21, Figs. 1273, 1274.
See Gradu.\ting Spring.

Graduating Stem Nut (Triple Valve). 20, Figs. 1273,
1274.

Graduating Valve (Triple Valve). 7, Figs. 1273-1275.
A device attached to the piston stem by a pin and
whose movements are controlled by the piston. Its
office is to open and close the service port in the
slide valve, feeding air from the auxihary reservoir
to the brake cylinder when a service application of the
brakes is made.

(Car I-Ieating) Figs. 1991, 1994, 2042-3. Used for
regulating the steam supply.

Graduating Valve Spring (Triple Valve). 35, Fig. 1274;
17, Fig. 1275.

Grain Door. Fig. 781. A close fitting movable door
on the inside of a box car by which the lower part
of the door opening is closed when the car is loaded
with grain, to prevent the latter from leaking out.
Such doors are usually made so that they can be
thrown over on one side of the doorway or be sus-
pended from the roof, and thus be out of the way
when they are not used. Very few cars, however,
are fitted with such doors, and ordinarily a temporary
arrangement is used which is nailed in place. On the .
Frisco a burlap covering is used to insure the grain
from leaking out at the joints.

Grain Door Rod. An iron rod attached to the door
posts on the inside of a box car, to which a grain
door is fastened or hinged. The door and rod are
generally arranged so that the former can be moved
to one side and out of the way when the car is not
loaded with grain.

Grated Door. A door consisting of a wooden frame
with iron or wooden bars, used on cars for carrying
fruit, live stock, etc.

Grating. A perforated or slatted covering for an
opening.

Gravel Car. A car for carrying gravel; usually either
a dump car or a flat car, the latter n-,.jst used. See
Ballast Car, Contractor's Car.

Gravity Relief Trap (Steam Coupler). Figs. i956. 1957.
An auxiliary trap, automatic in its action, which is
closed by the escape of steam and held closed by the
steam pressure. When the pressure is retnoved the
weight of the valve stem tips the valve and allows the
escape of the water of condensation. The pressure
under which it closes is dependent on the weight of
the valve stem.

Gravity Side Bearing. Figs. 1046, 1049. A side bearing

which is returned to its normal position by gravity.
Grease Box. A Journal Box.

Grille (Interior Decoration). Figs. 1866, 1869. Fret
work for decoration. Used in the place of panels,
over doorways and in bulkheads and sometimes era-
ployed as brackets.

Grommet. Fig. 1571. The separate parts of any me-
tallic eyelet are known as grommets. The two grom-
mets. when compressed together (with a setting die),
form the eyelet.

Ground Glass. Glass the surface of which has been
roughened by mechanical or chemical process so as
to break up the light passing through it and destroy
its transparency. Several processes exist; by the
wheel, sand blast, rotating with pebbles, or by fluoric
acid.

Group Spring. A spiral car spring formed of a number
of separate springs, single or nested, united by a com-
mon pair of spring plates.

GUA

CAR BUILDERS' DICTIONARY

HEA

Guard. See Dust Guard, etc.

(British.) American equivalent, conductor. A rail-
way official traveling with and having charge of a
railway train.

(For Lanterns.) The exterior wire cover surround-
ing the globe and protecting it from accident.

Guard Lining Strips. Horizontal bars or strips placed
in a car to keep freight from a door, ice box, venti-
lator, etc.

Guard Posts (Fruit Car). A row of posts standing in-
side of the ventilators and serving as a fender for
the load packed within so as to prevent obstruction
to the ventilators.

Guard-Rail and Frog Wing Gage (M. C. B. Standard).
Fig. 2695. The guard-rail and frog wing gage
was adopted as standard in 1894, to define the dimen-
sions of track to which M. C. B. standard wheel and
flange gages have been made to conform. Modified
1907. Modified 1909.

Gudgeon. The bearing portion of a shaft, particularly
an upright wooden shaft. The crosshead or wrist pin
of a steam engine is sometimes called a gudgeon pin.

Guide. See De.\d Lever Guide, etc.

Guide Bar. See ISolster Guide Bar or Column.

Guide Casting. A strip or plate of metal screwed to
the wall or arm rest of a seat for the striker arms
to rub against to save the wood. Also called Fric-
Tiox Pl.vte.

Guide Rail. A door track.

Gurring Piece (Snow Plow). Probably from gurr, a
fort, hence a piece built out to protect or fortify a
structure. In a snow plow, timbers bolted to the posts
to build out and give shape to the sides.

Gusset Plate. 192, Figs. 285-88; 30, Fig. 297; 38 and 40,
Fig. 410; Figs. 492, 497. A flat plate used to fas-
ten two parts of a metal underframe together by rivet-
ing through each member and the plate, or to stiffen
a joint between two pieces which are fastened together
by angle plates, in which case the gusset plate is riv-
eted to the flanges of the adjoining pieces.

Guy. A rope used as a stay.

Guy Rings (of a Derrick or Crane). Rings attached to
the head block at the top of the mast to which guy
ropes may be attached.

H

Hair Felt (Refrigerator Car Insulation.) A heavy non-
conductor of heat made of hair, placed between the
inner and outer linings to prevent absorption of heat.

Half Elliptic Spring. See Elliptic Si'RIXg.

Hammer (Pile Driver). Tlie heavy weight by which
piles are driven. It falls between the leaders and is
provided with a hammer eye or clevis, to which the
shears of the hoisting rope or hammer rope are at-
tached. Also called a Tup.

Hammock (Sleeping Car Berth). 52, Figs. 1458, 1459.
A light hammock of twine hung lengthwise across a
sleeping car berth to hold day wearing apparel.

Hand Brake. Figs. 1405-1407. The name applied to the
brake apparatus with which all cars are equipped, which
permits of the brakes being applied by hand. When
cars are being switched in yards they are frequently
in motion when no locomotive is coupled to them and
a hand brake is necessary so that the trainmen may
control them. See Safety Appliances.

Hand Brake Chain. Fig. 489. One of the hand lirake
connections. See Brake Chain, Brake Shaft Chain.

Hand Brake Chain Carrier. Fig. 497. A guide for the
hand brake chain, riveted to the underframe.

Hand Brake Connections. Fig. 489. The rods and
chains connecting the hand brake shaft with the brake
levers.

Hand Brake Guide. Fig. 492. See Brake Rod Guide.

Hand Brake Pawl. Fig. 494. See Brake Pawl.

Hand Brake Rod Guide. Fig. 489. See Lower Brake
Shaft Bearing.

Hand Brake Shaft. Fig. 489. See Brake Shaft.
Hand Brake Wheel. 93, Figs. 285-288, 374 and 375; 15,
Fig. 297; 8, Fig. 383; Figs. 493, 1412, 1416, 1418. A
wheel attached to the upper end of the brake shaft,
by which the latter is turned to apply the brakes by
hand.
Hand Car. Figs. 2612, etc. A small and light car ar-
ranged with cranks or levers and gearing so that it
can be propelled by hand by persons riding on the car.
They are commonly used by section or track repair
gangs.
Hand Car Truss Rod. A transverse or longitudinal
rod by which the floor frame of a hand car is trussed.
Hand Holds (Interstate Commerce Commission and

\I. C. B. Standard). See Safety Appliances.
Hand Raih 121. Fig. 355; Figs. 607, 611, 612, 614, 619,
623. A bar or rail to be grasped with the hand as a
help in boarding and alighting from cars, and also to
prevent trainmen from being thrown from cars, due
to their motion or sudden shocks.
Hand Rail Post (Tank Car). 122, Fig. 355. A support

for the Hand Rail.
Handle Latch Spring (Motorman's Air Brake Valve).
A spring carrying a latch or dog to hold the handle in
any desired position.
Hanger. "That by which a thing is suspended."^
\"\^ebster.

"A means for supporting shafting of machinery." —
Knight. See Berth Curtain Rod Hanger, Brake
Beam Adjusting H.vnger, etc.
Hanger Link. A Swing Hanger.

Hanging Boards or Meat Timbers (Refrigerator Car).

Transverse bars, resting usually on bogus plates,

to which the load of meat is suspended from hooks.

Hard Hair. A quality of curled hair which is very stiff

or rigid.
Hash Browner. Fig. 1580. For use on parlor and

buffet cars.
Hasp. A bar which fits over a staple and is fastened
thereon by passing the shackle of a padlock through
the staple, or by a pin. The other end of the hasp
is attached by a pin or another staple to the door.
See Door Hasp.
Hat Hook. 55, Figs. 1458, and 1459; 1474, 1850-1852. A

metal hook on which to hang hats.
Hat Rack. A basket rack.

Head Block (Of a Derrick or Crane). The casting
carried at the top of the mast to which the boom
rods, tension rods, guy rings, etc., are attached. It
usuallv re\-i;)l\"es upon a head block pin. See also Tank
Head Block.
Head Board. 9, Figs. 1458, 1459. A light partition which
separates one berth in a sleeping car from that next
to it. It is stowed away by day in the pocket be-
tween the upper berth, when closed up, and the
roof. It is secured in place at the back and front

67

V^/it^ 15UiJ_.JJIliK.iS JJH^11VJ1N/\XV 1

by head board bolts entering at the back into a
bushing, fixed to the stop of the stationary seat back;
and along the upper inside edge by a head board
coupling, entering into a head board coupling keeper.
The head board bolt for the front corner of the
head board is of peculiar construction, designed to
avoid all interruption of a flush surface by day, while
still giving a secure attachment.

3ead Board Bolt. Fig. 1460; 54, Figs. 1458, 1459. See
Head Board.

3ead Board Bolt Bushing. Figs. 1460, 1461, 1463. See
Head Board.

3ead Board Coupling. A metal hasp and keeper by
which a head board is fastened to the side of the car.

Head Board Fastener. Figs. 1460, 1461, 1463.

Head Board Plates. Fig. 1464. Reinforcing plates for
a head board.

Head Board Pocket. 32, Figs. 1458, 1459. A pocket
formed at the bottom of the head board by pulling
out the head rest of a sleeping car seat. It is used
for holding wearing apparel while the lower berth
is in use.

Head End System. A system of electrically lighting a
complete railway train from a single generating plant,
located either on the locomotive, tender or on one
of the cars of the train. Head end generators may
be steam or axle-driven. If located on the locomo-
tive, they are driven by steam. If located on the tender
or on one of the cars, they may be axle-driven or
steam-driven. The head end generator is connected
to the train line system of the train by a suitable
set of connections, and current is supplied to each
car through the taps to the train Unes. In this system
it is not essential to equip each car with a storage
battery, although it is generally advisable, for when
SO" equipped the train can be broken up and separated
into its units without destroying the continuity of the
light on any car. See Electric Lighting.

Head Lining. A lining with which the ceilings of
passenger cars are covered.

Head Lining Nail. A nail with a large button-shaped
head especially made for fastening head linings to the
ceilings of wooden passenger cars.

Head Rest. 32, Figs. 1458, 1459. The padded upper
part of a seat back, against which the passenger's head
rests. Also called Head Roll.

Head Roll (of a Seat). See Head Rest.

Headlight (Motor Cars). Figs. 2583, 2597.

Headstock (British). American equivalent, end sill.

Heat Guard. A sheet metal covering for the woodwork
of a passenger car, to protect it from the heat of a
stove.

Heater. Figs. 849-858. Any apparatus for warming a
car, room, or building by convection; that is, by
conveying hot water, steam, or warmed air into or
through the apartments. The term generally refers
to any arrangements for warming apartments other
than stoves, which heat by direct radiation. See Car
Heater.

Heaters of various types are often applied to re-
frigerator cars during cold weather, when it is desired
to transport perishable products. See Heater Car.
(For Lamps or Lanterns.) A metallic attachment
passing around and above the flame or otherwise
immediately adjacent to it, by which heat is conveyed
to the oil in the reservoir below, to prevent freezing,

or, in some cases to assist combustion by heating or
volatilizing the oil.

Heater Box. Fig. 850. A box applied to refrigerator
cars and containing the burners for heating during
cold weather while transporting perishable products.

Heater Car. Figs. 109, 114, 118, 848-858. A car, equipped
with heating apparatus, for carrying fruits, vegetables,
and other perishable products during cold weather.
Refrigerator cars are frequently converted to heater
cars by adding heating apparatus.

Heater Coil. A Generator Coil.

Heater Pipe Casing. A wooden or iron shelf over a
heater pipe in a passenger car to prevent the feet of
passengers from coming in contact with the hot pipes.
The casing also forms a foot rest.

Heater Room. A small closet, cased with sheet metal
interior heat guards, to contain the heater and pre-
vent all direct radiation.

Heater Switch. See Electric Heater.

Heating Apparatus (Passenger Train Cars). See
Figs. 1937-2107. See Direct Steam Heating System ;
Drum System of Car Heating; Pressure and Vapor
Heating System ; Hot Water Circulation Heating
System.

Helical Spring. Figs. 1102, 1103, 1113, 1114. A spring
made of bar steel bent in the form of a helix. A coil
or spiral spring.

High Back Seat. A class of seats with extra high back
and frequently a head roll or head rest. See Seat.

High Side Gondola Car. A gondola car with extra
high sides and ends, for carrying coal or minerals.

High Speed Brake. Fig. 1269, etc. The principles in-
volved in the high speed brake were demonstrated
by a series of experiments known as the Westing-
house-Galton tests. These showed that a greater
pressure not only could be safely applied to the wheels
by the brake shoes at high speeds, but also that such
considerably greater brake shoe pressure must be ap-
plied to the wheels at high speeds in order to then
resist the motion of the train as effectively as it is
resisted with a more moderate brake shoe pressure at
low speeds. This was accomplished by the use of a
higher brake pipe air pressure with the standard
quick action apparatus, with only the addition of a
high speed reducing valve attached directly to the
brake cylinders. The purpose of this device was to
limit the brake cylinder pressure obtainable during
a service application of the brakes to what was con-
sidered safe and necessary, but when an emergency
application of the brakes was made, to permit the
brake cylinder pressure to rise to a considerably
higher value than the maximum permitted in a service
application, and then to cause a gradual reduction
of brake cylinder pressure so as to proportion, as far
as possible, the blow-down of brake cylinder pressure
to the reduction in speed as the stopping point is
approached.

High Speed Foundation Brake Gear. See Foundation
Brake Gear (IVI. C. B. Recommended Practice).

High V/indow. Fig. 1454. A term sometimes applied
to the small windows, located high in the side of a car,
commonly used in saloons and dining car kitchens.

Hinge. Figs. 1827-1841. A hook or joint on which a
door, gate, etc., turns. It is provided with a
tube-like knuckle through which the Hinge Pin passes.
See Drop Door Hinge, Sofa Hinge, etc.

The common door hinge is usually a butt or butt

68

HIN

CAR BUILDERS' DICTIONARY

HOP

hinge, the varieties of which are the acorn butt, a
large ornamental hinge, the Blake butt and the hopper
butt, so called from its pointed form. The parliament
hinge is a sort of T-shaped butt hinge to afford more
room for screws. It is little used except for ornamental
purposes. The strap hinge is a common form of
rough hinge for heavy doors, but it is sometimes made
very elaborate and ornamental. A T-hinge is a com-
bination of the butt and strap hinge, one-half being of
each form. Butt hinges are either fast joint, loose
joint or loose pin. A double acting hinge is one
which permits the door to swing either way.

Hinge Pin. The pin passing through the knuckle of a
hinge and holding the two parts together.

Hog Chain "(Shipbuilding). A chain in the nature of
a tension rod passing from the stern of a vessel, and
over posts nearer amidships; designed to prevent the
vessel from dropping at the ends." — Knight.

Hence applied to a certain form of trusses in car
construction. A hog chain is an inverted truss rod,
and usually so called when applied in connection
with and in similar form to a body truss rod, the
object of a truss rod being to prevent a beam from
sinking in the middle, and of a hog chain to prevent
sinking at the ends when supported at the middle.
Also called an overhang truss rod.

Hog Chain Queen Post. A strut over which a hog
chain passes.

Hog Chain Rod (of a Passenger Equipment Car).
More properly a continuous counterbrace rod or an
overhang truss rod.

Hoisting Block (of a Derrick or Crane). The main
block at the lower end of the hoisting chains carry-
ing the sheave hook, or hoisting hook, to which the
load is attached.

Hoisting Block Clevis. A clevis carried at the top of a
hoisting block to which the fixed end of the hoist-
ing chain is attached. In some cases it is attached
to a clevis at the upper end of the boom. See Clevis,

Hoisting Chain (of a Derrick, Steam Shovel or Crane).
The chain attached to the hoisting drum at one end
and to the hoisting block or boom clevis at the other,
by which the loads are raised.

Hoisting Chain Sheave. A pulley placed in some wreck-
ing cars at the foot of the mast, when the hoisting
gear is at some distance from it. The term is equally
applicable to the mast sheave and boom sheave at
the top of those parts of a derrick, but the latter are
generally otherwise distinguished.

Hoisting Drum (Steam Shovel). The barrel about
which is wound the chain cable attached to the dipper
block.

Hoisting Engine (Steam Shovel). The engine geared

to the hoisting drum.
Hoisting Gear (Steam Shovel). The gear wheel on

the hoisting drum.
Hoisting Hook. See Hoisting Block.
Holder (Pintsch Gas). Fig. 2108. A tank, hung below

a passenger equipment car, to hold a supply of gas

for lighting.

Holder Valve (Pintsch System). Figs. 2108, 2116. A
valve which controls the supply of gas from the
holders to the pipes.

Hollow Piston Rod (Freight Brakes). A brake cyl-
inder piston rod which is hollow to receive the Push
Rod.

Hood. See Pl.\tform Hood, Ventil.'itoe Hood.

(Heater.) More properly a ventilator or wind
scoop. A horizontal tube or covering on the out-
side of a car, and on top of the cold air pipe, so as
to give the latter a T-shape. The air is admitted to
the pipe through the ends of the hood, which are
covered with wire -netting to exclude cinders. It has
a valve which is moved by the current of air so as
to admit it whichever way the car runs.

Hook Bolt. Fig. 1159. A bolt havin.g a hook at one
end.

Hoop (for Oil Lamps). A ferrule with an interior
thread into which the burner screws.

Hopper. (Passenger Cars). Fig. 1637, etc. A closet
hopper, water, or soil hopper.

(Freight Cars.) See Hopper Bottom Car.

Hopper-Bottom Gondola Car. Figs. 47, 320, 332, 333,
337-339. A gondola car having a level floor or bottom
and one or more hoppers equipped with drop doors
for discharging the load. See also Drop Bottom Car.

Hopper Car. Figs. 16-34, 36, 290-315. A car with the
floor sloping from the ends and sides to one or more
hoppers, which will discharge its entire load by gravity
through the hopper doors. See Car.

Hopper Carry Iron. A Hopper Supporting Strap.

Hopper Chain. See Drop Ch.\in.

Hopper Deflector. See Hopper Ventilator.

Hopper Door. 16, Fig. 297. A door at the bottom of
the slope or hopper of a hopper car which when opened
permits the load to discharge. See also Drop Door.

Hooper Door Locking Pawl. In a hopper door gear,
the catch which when thrown into engagement with the
toggle arms, prevents the arms from moving from the
closed position and opening the hopper doors.

Hopper Door Toggle Arm (Hopper Cars). A link in
drop door mechanism which is fastened to the door
and forces it shut when the toggle link is forced
down.

Hopper Door Toggle Link (Hopper Cars). The arm
in drop door mechanism which forces down the toggle
arms when the winding shaft is revolved and closes
the doors.

Hopper Ore Car. See Ore Car.

Hopper Plates. The metal sheets constituting the bot-
tom of a hopper bottom car. Also termed inclined
floor or hopper slope. The term hopper plate is
generally confined to the metal lining plate used in
wooden hopper cars. See Hopper Slope Sheet.

Hopper Siding. The planking that forms the side of a
box hopper.

Hopper Slope Sheet. IS, Fig. 297; 27c, Fig. 320, A
metal sheet used in the sloped floor of a hopper car.

Hopper Stayrods. Inclined rods passing through the
center sill of a wooden car and to the hopper support-
ing strap at the hinged end of the doors to prevent
the hopper from sagging in the middle.

Hopper Support (Hopper Cars). An angle riveted to
the ridge of the hopper at the center and the top of
the side sheet, fornfing a support for the hopper. It
serves the same purpose as the Hopper Supporting
Strap in a wooden car.

Hopper Supporting Strap. A heavy U-shaped iron strap
bent to the shape of the hopper of a wooden gondola
car, and with the ends bolted to the side sills. Its
ofiice is to support the hopper, and it is usually applied
at the end of the inclined floor, and in the middle of
the hopper at which point the dijors are hinged.

69

HOP

CAR BUILDERS' DICTIONARY

Hopper Tube. Figs. 1649-1650. The tube or chute
leading from the hopper of a closet.

Hopper Ventilator. A device for exhausting air from
the closet hopper to the outside of the car. For postal
cars, see Fig. 1715, where it is designated as hopper
deflector.

Horizontal Brake Shaft. 95, Figs. 285-288. See Br,\ke
Sh.m-t.

Horse Car. Figs. 99-105. A car, usually of the pas-
senger equipment type, fitted with stalls, and water
and feed facilities, for carrying horses. See Car M.
C. B. Class B. H.,

Horse Car Door. Fig. 800. Specially designed to suit
tile conditions, and larger than standard side doors.

Hose. Flexildc tubing for conveying water, air, or
other fluids. For metal hose see Figs. 1925, 1927. See
also Air Brake and Metal FIose.

Hose Bracket. See Brake Hose Bracket.

Hose Chain. A light chain to hold up the steam hose
when uncoupled and prevent its dropping to the track.

Hose Clamp. Figs. 1312, 1388, 1389, 1391, 1392, 1967,
2058, 2078. A clamp to bind the hose to the hose
nipple and coupling. ■ Sometimes called a Iiose band.

Hose Couplings. See Air Braxce Hose Couplings.

Hose Nipple. See Brake Hose Niptle.

Hose Protector. Figs. 1384, 1387. A device to protect
the air brake, signal or steam heat hose from injury.
See also Armored Brake Hose.

Hospital Car. Fig. 253. A car fitted with hospital ap-
pliances for use in treating injuries caused by rail-
road accidents. Such cars are usually run to the
scene of accidents with the wreck train.

Hot Water Circulation Heating System. Figs. 1951,
2022-24, 2097-8. A system by which the car is heated
by the circulation of hot water, the water being heated
either by fire in a heater, or by steam from the loco-
motive, or 1)v a combination of both.

Hot Water Heater. See Baker Heater.

Hot Water Pipes. Pipes running alongside of a car
under the seats, which contain hot water, and by
which the car is lieated. Between the seats the pipes
on the side of the car have a hot water pipe guard rail
running o\er and above them.

House Car. :\n enclosed freight car.

Housing. A. Fig. 531; 100, Figs. 552-555. A term
frequently api)lied to any part of a device which en-
cases some or all of the working parts.

Housing Box. A Journal Box.

Hub (of a Car W'liecl). The central portion into which
the axle is fitted.

Hub Bolts (Steel-Tired Wheels). Bolts fastening the
face plates to the hub.

Hydraulic Jack. bigs. 2626, 2628, 2630-1, 2634. A ma-
chine in which the power is exerted by means of the
pressure of some liquid acting against a piston or
plunger, for raising hea\'y weights, as a car.

[-Beam. A rolled steel commercial bar whose cross
section has the form of the letter 1.

[-Beam Type Bolster. Figs. 499, 500, 510. A bolster
whose cross section has the shape of the letter F

[-Section Bolster. See I-Beam Type Bolster.

[ce Bunker (Refrigerator Car). Fig. 844. The recep-
tacle in which the ice is placed in a refrigerator car.

Ice Car. Figs. 376, 'ill, 379. A car for transporting ice,
usually constructed with insulation similar to a re-
frigerator car, but without ice tanks or ventilators.

Ice Pan (Refrigerator Cars J. A receptacle for carry-
ing ice in cars which do not have end ice bunkers.

Ice Tanks, Refrigerator Car. See Refrigerator Cars,
hToi rs .\nd Ice Tanks.

Icing Door. 61r, Figs. 374, 375. A door in the roof of
a refrigerator car through wdiose opening ice and salt
are placed in the ice tanks.

Imperial Gallon. An Imperial gallon contains 277.274
cubic inches and an Imperial gallon of water weighs
10 lbs.

Inclined Floor Timbers (Flopper Car). The wooden
sills to which the sloped floor of a hopper car is
nailed.

Indicator (Car Heating). Figs. 2029, 2047-8. Used in
connection with the regulation of the hot water cir-
culation heating system.

Indirect Lighting. Figs. 2456-57. A system of lighting
in which the light is not thrown directly on an object
but thrown up and reflected.

Injector (Car Heating). Fig. 2029, 2046-48. LIsed in
connection with the regulation of the hot water cir-
culation heating system.

Inlet Valve (Steam Fleating). Fig. 2040. The valve
controlling the inflow of steam to the heater pipes.

Inside Casing (Baker Heater). Sheet iron or steel
plate bent and riveted into the shape of a frustum of
a cone, wdiich forms the top of the In^e pot.

Inside Ceiling (^ Refrigerator Car). K, Figs. 374, 375.
The inside layer of light boards in the roof of the
car. More properly, Ceiling.

Inside Corner Brace Plate. 222, Figs. 285-288. See
Corner Brace Plate.

Inside Cornice (Passenger Car Interiors). A molding
filling the angle where the roof joins the side of the
car.

Inside Cornice Fascia. A projecting board which
forms a molding or ornament under the inside cornice-
Inside End Piece (Passenger Truck Frame). The end
piece which is nearest to the center of the car. It is
usually straight, while the outer one is cut away on
top so as to make room for the draft rigging.

Inside Hung Brakes. Brake attachments for trucks in
which the brake shoes and beams are between the
wheels. When attached on the outside they are ouT-
siPE HiTNG Brake.

Inside Lining. 53, Figs. 285-288, 368; 27, Fig. 383; Fig.
490 A; Figs. 374, 375. The lining which is nailed to
the insides of the posts of freight, baggage and other
ears. In box cars it extends half way up only, to the
girth. Inside lining becomes sometimes inside sheath-
ing when it is carried up to the roof, and is the only
sheathing for the car, the frame being left exposed.
See Siding, Flooring, Roofing and Lining.

Inside Lining Stud. A vertical strip or post extending
from the side sill to the girth to serve as a nailing
strip for the inside lining.

Inside Roof. 86c, Figs. 285-288. A light board roof or

ceiling under the main roof and separated from it by

the purlins.
Inside Window Panel. 10, Figs. 1458, 1459. A panel

inside of a passenger car between the windows.
Inside Window Sill. A horizontal piece of wood or

metal under the window on the inside.

70

INS

CAR BUILDERS' DICTIONARY

INT

Inside Window Stop. A wooden or metal striij attached
to a window post on the inside of a window bhnd or
an inner sash of a double window. It forms a groove
in which the blind or window sash slides. Also called
window casing. Sometimes the window molding
forms a stop on the inside.

Inspection Car. Figs. 2599-2611; 2619-25. A car used
for inspecting track and right-of-way. Sec H.and
Car^ \'elocipi;de Cak.

Instruction Car. Fi.gs. 214, 215, 252. A car used for the
instruction of railway employees in matters pertaining
to their work. See Am Brake Instruction Car.

Insulating Paper (Refrigerator Cars). B, Figs. 374,
375. A heavy paper specially prepared to make it a
poor conductor of heat, placed between the linings as
part of the insulation of the car.

Insulation (Refrigerator and Heater Cars). A-P, Figs.
374, 375; Figs. 837-839, 841, 843. A system of walls,
and dead air-space used in the construction of the

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sides, ends, roof and floor to make them poor con-
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contents of the car cool or warm, as may be desired.
The proper insulation of all-steel passenger cars is
also an important matter.

Interchange of Traffic, M. C. B. Rules for.

The following code of rules governing the condi-
tion of, and repairs to, freight cars has been revised
to agree with the result of the special letter ballot of
September 28, 1912, which resulted in the abrogation
of penalty defects and the addition of 10 per cent, to
car repair bills in the Rules of Interchange. It took
efifect November 1, 1912. Where numbers are va-

cant the rules ha\e been dropped from time to time as
the Code has Ijccn revised.

Preface. — These rules make car owners responsible for,
and therefore chargealile with, the repairs to their cars
necessitated by nrdiuar)- wear and tear in fair service,
so that defect cards will not be required for any defects
thus arising.

Pailn.iad companies handling cars are responsible for
damage done to any car by unfair usage, derailment or
accident, and for improper repairs made by them, and
they must make projier repairs at their own expense, or
issue defect card covering all such damage or improper
repairs.

Inspection of freight cars for interchange and method
of li.iading will be in accijrdance with this Code of Rules,
the Specifications for Tank Cars, and the Rules for Load-
ing Materials, issued by this Association,

Care of Ivireign Freigfit Cars.

Rule 1. Each railway company shall give to foreign
cars, while on its line, the same care as to oiling, packing,
inspection and adjusting brakes, that it gives to its own
cars.

Intercfiaxxinc Freight Cars.

Rule 2. Cars having defects for which delivering conv-
pany is responsible must be properly carded when offered
in interchange.

Empty cars offered in interchange must be accepted if
in safe and serviceable condition, the receiving road to
be the judge in cases not provided for in Rules 3 and 4,
and 32 to 88, inclusive. Owners must receive their own

RETURN CARD.

Ry,
Ry.

for the following defects:

Inspector.

cars when offered home for repairs, subject to the pro-
visions of these rules.

Loaded, cars offered in interchange must be accepted,
with the following exceptions :

(a) Cars (whether loaded or empty) having defects
in violation of the Safety Appliance Acts, should not be
offered in interchange.

(b) Leaking tank cars containing inflammable licjuid
must be repaired or transferred without any unnecessary
movement, or at nearest available point with least possible
risk. Also, cars loaded with explosives shall be handled
in accordance with the Regulations of the Interstate Com-
merce Commission.

(c) Cars improperly loaded, when not complying with
the Rules for Loading Material.

(d) Lading of open cars when dimensions of lading
are in excess of published clearances of roads over which
the shipment is destined.

(e) When cars cannot pass approved third rail clear-
ances of American Railway Association.

A. R. A. Car Service Rule 15 to apply when transfer or
rearrangement of lading is necessary.

The car transfer check authorizing transfer or rearrange-
ment of lading to be of the form shown herewith.

71

NT

CAR BUILDERS' DICTIONARY

INT

When the lading is transferred by the receiving Hne, the
ar, when empty, may be returned to the dehvering line.

In case cars are rejected by the receiving road and re-
urned to the delivering company, all of the defects ob-
scted to must be designated on a return card of the
Drm shown herewith, filled with ink or black indelible
encil, and placed on car adjacent to the destination card.

Use of Defect, Repair and Joint Evidence Cards.
(Use of Defect Card — Rules 3-6.)
Rule 3. If a car has defects for which the owners are
ot responsible, the receiving line shall require that a de-

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M C. B. DEFECT CARD

{Name of Road.)

Date.

Car specified below will be received at any point on this
company's line with the following defects;

Car No. .. .\ iDitials.

laspector at . .

ect card be securely attached to the car, as per Rule 14.

Defect cards shall not be required for any damage that
i so slight that no repairs are necessary.

Rule 4. Defect cards shall not be required for mate-

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SECURELY ATTACHED To CAR.

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ial missing from cars offered in interchange, except as
rovided for in Rules 33, 46, 55 and 57 ; neither shall they
e required of the delivering company for improper re-

pairs that were not made by it, with the exception of
cases provided for in Rules 35, 58, 66 and 70.

Rule 5. Defect cards shall be of the form shown here-
with. They should be of cardboard, printed in red ink
on both sides, and shall be filled in on both sides with
ink or black indelible pencil. The cards must plainly
specify in full each item for which charges are author-
ized, indicating the location of defects, as provided for in
Rule 14.

Rule 6. Any road making partial repairs of defects
on a car which are covered by defect cards will have the
defects repaired crossed off the original card with ink or
indelible pencil and card replaced on car. A copy of the

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BC ATTACHED TO

BILL

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card accompanying the bill with the defects which were
not repaired crossed off will be sufficient authority to bill.

(XJse of Repair Card — Rules 7-11.)
Rule 7. When repairs of any kind are made to for-
eign cars a repair card must be securely attached to car,
as per Rule 14. This card must specify fully the repairs
made, and reason for same, the date and place where
made, and name of road making repairs; also show lo-
cation of parts repaired or renewed, as per Rule 14.

If no bill is to be rendered, the billing repair card must
be attached to the monthly bill, with the words "no bill"
written across the face of the card. In case no bill is
to be rendered, the words "no bill" shall be written
across the face of the repair card.

Rule 8. The Repair Card shall Jse of the forms shown
herewith, made in triplicate, to be known as Repair Card,
Billing Repair Card and Record Repair Card. The Re-
pair Card, to be securely attached to car, shall be of
cardboard, printed on both sides in black ink, and shall

72

INT

CAR BUILDERS' DICTIONARY

INT

be filled in on both sides, one side of which must be
filled in with ink or black indelible pencil. The items
of repairs must be in writing. The Billing Repair Card
shall be printed on one side and show the same infor-
mation as the Repair Card, and shall be attached to bill
as authority for charge. The Record Repair Card shall
be retained by party making repairs.

Rule 9. The following information must be specified
on repair cards :

New or secondhand.

Steel or malleable body, applied and

removed.
Size of shank.
Size of butt.
Open or solid knuckle.
Yoke, stem or key attachment.
Cast-iron, cast-steel, rolled or forged

steel or steel-tired wheels.
New or secondhand.
Cause of removal (see Rule 10).
I Trucks: Solid pedestal or arch-bar
L type.

r Solid, filled or other kind.
-| Length of bearings.
L Box number (.see Rule 14).
f Make or name of beam.
,, 1 t_ t i_ New or secondhand.

Metal brake beams or parts J Complete, or part or parts.

thereof, R. and R Cause of renewal.

^ Part or parts scrapped.

Brake shoes, applied Cast or reinforced back.

Triple valve, R. and R Kind.

When triple valve or cylinder is cleaned, the initial of
road and date of last previous cleaning must be shown.

M. C. B. couplers, or parts ^
thereof, R. and R

Wheels and axles, R. and R.

Journal bearings, R. and R. .

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ing off, measured from base line of tread to the condemn-
ing limit of tread, which is ]4 inch above the witness
groove; also show actual thickness of tread on other
wheels applied. This information must be reported to
car owners regardless of whether repairs are chargeable
or not.

Rule 11. Journal bearings having a babbitt lining J^
inch thick or thicker, shall be charged as filled journal
bearings, and not as solid journal bearings.

{Use of Joint Evidence Card — Rules 12-13.)

Rule 12. The evidence of a joint inspector, or the
joint evidence of two inspectors, one representing the
owner of the car and the other representing a railroad
company, that the repairs are not proper, shall be final;
the evidence to be signed only after an actual inspection
has been made.

A joint evidence card shall be used for this purpose,
which shall describe and show location of parts repaired
or renewed, as per Rule 14. This card shall be of the
form shown herewith.

If repairs are not corrected at time of the inspection,
the joint evidence card shall be attached to the car, as
per Rule 14.

Rule 13. The joint evidence card, accompanied by a
proper repair card, upon wdiich a bill has been made,
shall be used as authority for rendering bill, but if un-
accompanied by such repair card, the joint evidence card
shall be sent to the company against which the evidence
has been presented, and it shall furnish a defect card
covering the wrong repairs if it made them.

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If necessary to remove load to make repairs, as speci-
fied in Rule 107, it must be plainly stated.

Rule 10. In noting the cause of removal of wheels
and axles, the terms used in Rules 68 to 86, inclusive, shall
be used.

In all cases of forged or rolled steel wheels, the actual
tro;^i„„„„ „f <.„„„j „..„<• u„ „!,„„,„ u^fr,,-^ r'"d after turn-

RuLE 14. The end of car toward which the cylinder
push rod travels shall be known as B end, and the oppo-
site end shall be known as A end.

Facing the B end of car, in their order on the right side
of car, the journal boxes and contained parts shall be
known as Rl, R2, R3 and R4, and similarly those on the
left side of car shall be known as LI, L2, L3 and L4.

Defect and repair cards (and joint evidence cards, as
per Rule 12) must be securely attached to the car, pref-
erably on the outside face of intermediate sill between
cross-tie timbers on wooden cars, and on steel cars to
cardboard located either on cross-tie under car or on in-
side of side sill at the end of car.

Rule IS. Duplicate defect or repair cards must be fur-
nished promptly on request for lost or illegible cards.

General Instructions.

Rule 16. Any car having defects which render it un-
safe to run, unsafe to trainmen, or to any lading suitable
to the car, may be repaired.

Repairs to foreign cars shall be promptly made, and the
work shall conform in detail to the original construction,
and with the quality of material originally used, except as
provided for in Rules 17 and 18.

Rule 17. In repairing foreign cars, M. C. B. Stand-
ards may be used when of dimensions that do not impair
the strength of cars, in lieu of the parts forming their
original construction.

When using materials for repairs to foreign cars for
which the Master Car Builders' Association has adopted
specifications as a standard, the materials must comply
with the requirements of these specifications.

Malleable iron M. C. B. Standards may be substituted
for gray iron M, C. B. Standards, but the net cost to the
car owner in such cases must be no greater than if the
original kind and weight of luaterial had been applied.
Gray iron M. C. B. Standards may be substituted for
malleable M. C. B. Standards, but in such cases the debits

73

INT

CAR BUILDERS' DICTIONARY

INT

and credits must be for what is actually applied and re-
moved. Repair card must state kind of material applied
and removed.

When necessary to renew brake beams, any metal brake
beam meeting M. C. B. specitications may be used, pro-
vided that the beam applied is as strong as the beam
standard to the car and does not require any change in
hangers or other details.

Cast-iron brake shoes may be replaced with brake
shoes with reinforced back, in repairs to foreign cars.

White pine, yellow pine, fir or cypress may be used
when repairing siding on foreign cars when of equal
grade or quality to the material standard to the car. Fir
or oak may be substituted for pine when splicing longi-
tudinal sills.

Rule 18. Couplers of the vertical plane type, other
than M. C. B. Standard, when replaced with M. C. B.
Standard, the expense of alteration thus necessitated shall
be chargeable to car owners.

Couplers with stem attachments may be replaced with
pocket attachment.

Cars having couplers with stem or spindle attachments
or American continuous draft rods will not be accepted
in interchange after September 1, 1914.

Couplers that exceed the distance of 5ji inches between

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a.

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(3 tS

point of knuckle and guard arm, measured perpendicu-
larly to guard arm, must have the defective part or parts
renewed to bring coupler within gage, in which case
owners are responsible. (See drawing.)

When M. C. B. couplers of another make are applied
to a car, the uncoupling arrangement shall be made oper-
ative at the expense of the company making the repairs.

Rule 19. In making repairs to foreign cars, the fol-
lowing materials shall not be used: Malleable iron coup-

lers, open knuckles, malleable or steel-backed journal
bearings.

Rule 20. Any company finding cars not within the
limits of standard height for couplers, may make repairs
and charge to owners.

Cars must be maintained within the limits of standard
height for couplers, measured from the top of the rails
to the center line of coupler head. Any company finding
cars not within the hmits of standard height for couplers

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may repair and charge to owners. As far as possible,
cars should be adjusted when empty.

Empty cars measuring 32^ inches or less shall be ad-
justed to 34J^ inches, or as near as practicable thereto,
but not exceeding 34^4 inches. Loaded cars measuring
31^ inches or less shall be adjusted to 33^ inches, or
as near as practicable thereto, but not exceeding 33^4
inches. When bill is to be rendered, the height of car
before and after altering must be shown on repair cards.

74

INT

CAR BUILDERS' DICTIONARY

INT

Rule 21. Bills may be rendered against car owners
for the cost of applying temporary running boards and
hand rails to cars originally equipped with roofs or run-
ning boards to make such cars safe for trainmen.

Rule 22. Draft timbers must not be spliced. Longi-
tudinal sills may be spliced at both ends, except that not
more than two adjacent sills may be spliced at same end
of car. The splicing of any siH between cross-tie timbers
will not be allowed.

The splice may be located cither side of body bolster,
but the nearest point of any splice musf not be within 12
inches of the same, excepting center sills, which must be
spliced between body bolster and cross-tie timber, but
not within 24 inches of body bolster.

In splicing longitudinal sills other than center sills, if

Fi6 8

same are less than 12 inches in depth, the plan shown in
either Fig. 8 or 9C shall be followed. If the sills are 12
inches or more in depth, the plan shown in either Fig.
9 or 9C sbaU be followed. In spbcing center sills the

sary in order to bring tlie car to the proper height, the
cost of so doing shall also be chargeable to the car owner.

Rule 24. Wheels on the same axle must be of the same
circumference.

In no case should two wheels be mounted on the same
axle when tlie thickness of the two flanges together will
exceed the tliickness of one normal and one maximum
flange, or 2 17/32 inches.

Rule 25. Xew wliccls must not be mated with second-
hand wheels.

Rule 26. Prick punching or shimming the wheel fit
must not be allowed.

Rule 27. The wheel seats of foreign axles must not

Fi6. 9

be reduced more than 1/16 inch to fit the wheels, and in
no case must they be reduced below the limits given in
Rule 86.

Rule 28. Any company repairing foreign cars with

Li|t

^^-

3A.

The size of hoiizontal or cioss bolls to be H inches.

plan shown in Fig. 9B shall be followed. (9C is shown
in Fig. 2728.)

The size of horizontal or cross bolts should be % inch.

Sills of foreign cars shall be spliced as above provided.

Cars delivered in interchange with center sills spliced
in accordance with Fig. 9A will be accepted.

Steel sills may be spliced in the most convenient loca-

FIG. 9b. — ALL BOLTS -J^-INCH DIAMETER

tion, in accordance with A, B and C, Fig. 2728. Adjacent
steel sills may be spliced. The thickness of each splice
must not be less than the thickness of the web of the
section spliced.

Rule 23. In making repairs for which owners are re-
sponsible, wheels other than 33-inch may be replaced
with 33-inch wheels, if practicable. If changes are neces-

wrong material, and not in compliance with the Rules 17
to 27, inclusive, shall be liable to the owners for the cost
of changing such car to the original standard, or to the
rectuirements of these rules, except that companies apply-
ing axles smaller than the Umits given in Rule 86 shall
not be held responsible for improper repairs if the car is
not stenciled sliowing the capacity, maximum or minimum
weight.

Rule 29. When secondhand axles are applied undei
conditions which make them chargeable to the owners,
the diameters of the wheel seats and center must not be
less than, and the diameter of the journal must be %
inch greater than the limiting diameters given in Rule 86.
If cars are marked with the word "Capacity," the first set
of limits must be followed. If cars are marked "Maxi-
mum Weight," the second set of limits must be followed.
If tank cars are marked limit weight I or II, the corre-
sponding limits must be followed.

Rule 30. (a) The date (month and year), also weight
and capacity, should be stenciled on each new car as it
comes from the car works, under the supervision of the
owner's inspector. The scales used for this purpose
should be tested by the railroad company's inspector, pro-
vision to this effect to be incorporated in the contract
covering purchase of the equipment.

(b) Wooden and steel underframe cars one year old
should be reweighed and restenciled, the weight to be fol-

75

INT

CAR BUILDERS' DICTIONARY

INT

lowed by one star ; cars two years old should be again
weighed and stenciled, the weight to be followed by two
stars ; cars three or more years old shoul'd be again
weighed and stenciled, the weight to be followed by three
stars, which will indicate final weight.

(c) Steel cars should be reweighed and restenciled
after they have been in service twelve months, the weight
to be followed by three stars, indicating final weight.

(d) If cars are materially changed by reason of new
apphances or general repairs, they should be reweighed
and restenciled without change in the number of stars.

(e) Unless the owner instructs otherwise, any car
without stenciling, or with a variation of 500 pounds,
should be immediately reweighed and restenciled and car
owner notified of old and new weights. The Official
Railway Equipment Register will designate the proper
officer to whom these special reports should be made.

(f) The date (month and year) of each reweighing
should be stenciled the same as provided for new cars in
paragraph (a).

Rule 31. The relightweighing of cars, as provided
above, to be charged to car owners in accordance with
Rule No. 107, except when the weight of the car is
changed on account of repairs due to unfair usage; when
such repairs are made on authority of defect card, charge
for relightweighing may be included on same authority.

Cars must be cleaned before reweighing.

PARTS OF CARS WHICH JUSTIFY REPAIRS IF
OWNERS ARE RESPONSIBLE, OR REPAIRS
OR CARDING IF DELIVERING COM-
PANY IS RESPONSIBLE.
Bodies.
(Delivering Company Responsible, Rule 32.)
Rule 32, Damage of any kind to the body of the car
due to unfair ' usage, derailment or accident. Defect
cards shall not be required for any damage so slight that
no repairs are necessary, the receiving line to be the judge.

Rule 33. Cars offered in interchange with missing
couplers, including yokes, springs and followers, when
missing with the couplers, delivering company responsible
for material only; car owner responsible for labor.

(Delivering Company Responsible, Rule 35.)
Rule 35. Cars equipped with M. C. B. couplers having
pocket rear-end attachments and so stenciled, if found
with stem or spindle attachments instead of pocket.

After September 1, 1914, cars equipped with couplers
having stem or spindle attachments, or American con-
tinuous draft rods, will not be accepted in interchange.

COMBINATIONS OF D.\MAGES TO CARS WITH WOODEN UNDER-
FRAMES OR COMPOSITE WOOD AND METAL UNDERFRAMES
WHICH DENOTE UNFAIR USAGE, IF EXISTING AT THE SAME
END OF CAR AND REQUIRING REPAIRS OR RENEWALS.

(Rules 37 to 42, inclusive.)

{Delivering Company Responsible, Rule 37, to and Includ-
ing First Paragraph Rule 43.)

Rule 37. Damaged coupler body accompanied by dam-
age to draft timber (or its substitute), and end sill.

Rule 38. Damaged coupler pocket, accompanied by
damage to draft timber (or its substitute), and end sill.

Rule 39. Damaged end sill, accompanied by damage to
draft timber (or its substitute) or longitudinal sill, and
damage to either coupler body or pocket.

Rule 40. Damaged end sill, accompanied by damage
to two longitudinal sills.

Rule 41. Damaged longitudinal sills, if necessitating
replacement or splicing of more than two sills.

Rule 42. Damaged corner and end posts, if necessi-
tating the renewal of more than three posts. This will
include damage to upper structure of cars with metal
underframes.

An American continuous draft key and rod shall not enter into a
combination of defects denoting unfair usage.

It will be assumed that a missing coupler and attachments are
damaged unless shown to the contrary. This only refers to cases
where the coupler if brolien would enter into the combination of
defects.

Damage, as used in the above combinations, is understood to
mean injury so serious as to render renewal or repairs necessary
to the part or parts mentioned.

All-steel or All-steel Underframe Cars.
Rule 43. Damage to bodies of all-steel cars, or dam-
age to underframe of all-steel underframe cars, when
necessary to repair, if caused by unfair usage.

(Owners Responsible.)

Longitudinal sills, end sills and other steel parts of
cars which become defective due to corrosion and which
were not damaged in accident or by unfair usage.

When repairs exceed the combinations as covered by
Rules 27 to 42, inclusive, owner's authority must be ob-
tained before repairs are made.

(Delivering Company Responsible, Rules 44-45.)
Rule 44. Improperly loaded or overloaded cars. (See

"Rules for Loading Materials.")

The transfer or rearrangement of lading, as prescribed

in American Railway Association Car Service, Rule IS,

which reads as follows :

Unless otherwise agreed, the cost of transferring the lading of
freight cars or rearrangement of lading at junction points shall be
settled as follows:

First — The delivering road shall pay cost of transfer or re-
arrangement—

(o) When transfer is due to defective equipment that is not safe
to run according to M. C. B. Rules.

(i?) When transfer or rearrangement of load is due to contents
being improperly loaded or overloaded, according to M. C. B. Rules,
or the Interstate Commerce Commission Regulations for the Trans-
portation of Explosives and Other Dangerous Articles by Freight
and by Express, or when dimensions of the lading of open cars are
in excess of the published clearances of any of the roads covered
by the routing.

(c) When transfer is due to delivering line not desiring its equip-
ment to go beyond junction points.

((i) When cars can not pass approved third rail clearances of
The American Railway Association.

Second — The receiving road shall pay cost of transfer or re-
arrangement—

(e) When cars can not pass clearances, except as provided in
paragraph (J), or when cars and lading exceed load limit or can
not be moved through on account of any other disability of re-
ceiving line.*

*NoTE TO Rule 15 (e). — The word "cars" covers both closed and
open cars, but not lading on open cars. The words "load limit"
refer to the limits placed on bridges, tracks, etc., and not to car
capacity.

(/) When receiving road desires transfer to save cost of mileage
or Per Diem.

Rule 45. Temporary advertisements tacked, glued,
pasted or varnished on cars.

The size and character of cards which may be used on
freight cars may be divided into four classes, viz. :

1. Routing Cards. Cards bearing information required
by the railroads, such as initial and number of cars, con-
signee, consignor, destination, contents, point of shipment,
route, etc. These cards may be issued by consignor.

To be of cardboard size, vertical dimension maximum S
inches, horizontal dimension maximum 8 inches.

To be permitted on all loaded cars.

No picture or trade-mark to be permitted.

Space for railroad infonnation to occupy lower three-
fifths of card.

76

INT

CAR BUILDERS' DICTIONARY

INT

Any printing on the upper two-fifths to be limited to
letters not exceeding one-half inch in any dimension.

All printing to be in black ink.

A copy of card, in reduced form, is shown herewith.

2. Special Cards : Required by the Regulations for the
Transportation of Explosives formulated by the Inter-
state Commerce Commission and the Regulations for the
Transportation of Inflammable Articles and Acids pre-
scribed by the American Railway Association. They shall

(Name of Consignor, etc.)

(Name of Consignor, etc., in letters vpf more

than one-liatf inch in any dimension )

iDltlat and No Conients

Point ol Shipment R. R.

Consignee and Destination

Via

Date

be used, be of the text and size described, and be at-
tached to cars as prescribed by said regulations.

3. Symbol (e. g., fast freight line, manifest freight,
etc.) and various M. C. B. cards : Cards prescribed by
individual roads for special purposes. Their size, use,
text and method of application will be prescribed by each
individual road to suit its requirements. These cards
may only be issued by railroads and may include same
information as routing cards except name of consignor.

4. Special Cards : Cards required by United States
Customs Regulations or by State authorities, such, for
example, as quarantine regulations, and must be used as
prescribed by the United States Customs Regulations.

Rule 46. If the car has air-signal or train-hne steam
pipes, the hose, pipes and couplings are at owner's risk,
unless the car is stenciled that it is so equipped.

Rule 47. When two or more cars chained together, or
any cars which require switch chains to handle them, are
dehvered at an interchange point, the receiving road shall
dehver to the delivering road at the time an equivalent
number of switch chains of the same size as the chains
so used on the cars delivered, or, in heu thereof, furnish
a defect card for such chains.

(Owners Responsible, Rules 48-52.)

Rule 48. Failure or loss under fair usage of any part
of the body of the car; inside parts or concealed parts at
owner's risk.

Rule 49. Steel cars not equipped with cardboards for
repair and defect cards.

Rule 50. Cars not within the limits of standard height
for couplers, SlJ^ inches minimum to 34^ inches maxi-
mum for standard gage cars, as provided for in Rule 20.

Rule 51. Couplers that exceed the distance of Sji
inches between point of knuckle and guard arm, as
described in Rule 18.

Rltle 52. Running boards in bad order or insecurely
fastened.

Sill steps, ladders, grabirons, bent, broken, missing or
insecurely fastened, except when car has been wrecked,
cornered or raked.

Handholds or grabirons must be of wrought iron or
steel and secured by bolts, rivets or lag screws.

On cars stenciled "United States Safety Appliances
Standard," or on cars stenciled "United States Safety

Appliances," lag screws must not be used where bolts
or rivets are required by law.

Brakes.
(Delivering Company Responsible, Rules 53-54.)
Rule 53. All freight cars ofi^ered in interchange must
be equipped with air brakes having lJ4-iuch air brake pipe
and angle cocks, also quick-action triple valve and pres-
sure retaining valve.

Rule 54. Damage to any part of the brake apparatus
caused by unfair usage, derailment or accident that re-
quires repairs or renewal.

Rule 55. Cars offered in interchange with missing
brake beams, including shoes, heads, jaws and hangers,
when missing with the brake beam, delivering company
responsible for material only; car owner responsible for
labor.

Rule 57. Car ozvners shall not be responsible for the
following defects : Missing air-brake hose, missing air-
brake pipe; missing or damaged air-brake pipe fittings,
angle cocks, cut-out cocks, reservoirs, brake-pipe strain-
ers or dirt collectors, release valves, pressure-retaining
valves, or parts of any of these items ; cylinders or triple
valves, except interior parts as provided for in Rule 59,
or air-brake pipe damaged in unfair useage.

(Delivering Company Responsible, Rule 58.)
Rule 58. Cars equipped with air-brake hose other
than M. C. B. Standard \Y% inches and labeled as shown
in Fig. 2704.

Note — Cars will be accepted in interchange with M, C.
B. IJ/J-inch Standard hose and so labeled, if date is cut
out showing application prior to September 1, 1909, or
if date is not cut out and the label shows date of manu-
facture prior to September 1, 1909.

Note. — To avoid the necessity for inspectors going between cars
for the inspection of the present standard label on air hose, and
because the latter, through age and weather, becomes illegible, the
addition of a separate, distinct label to the hose (see illustration)

CTUXATIOM
CT LESS T^^iH i*

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z
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d

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s

id

z

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il

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ia3450

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MS

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lESS:

at

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will be submitted to letter ballot. It is incorporated herewith for
the information of the members, with the suggestion that if the label
be adopted as standard that it be accepted as a part of these rules,
and that on and after September 1, 1914. the delivering line be held
responsible for hose not so labeled. (Editor's Note. — Adopted as
standard. See Fig. 2704.)

(Ozvners Responsible, Rules 59-62.)

Rule 59. Damage to interior portion of cylinder or
triple valve, leaky pipes account of rust or seams, broken
air-brake pipes and cross-over pipes due to insecure fast-
enings, air hose burst from air pressure, air hose torn or
with labels missing or illegible; and defective, missing or
worn-out parts of brakes, except as provided for in Rules
53, 55 and 57.

Rule 60. Cylinders or triple valves of airbrake cars
not cleaned, oiled and tested within twelve months, and
the initial of road, together with date of last cleaning,
oiling and testing, preferably stenciled on the brake cylin-
der or auxiliary reservoir, or if same is not readily visible,
in a convenient location at release rod, with white paint.

Triple valves cleaned must be tested in accordance with
the M. C. B. code of tests for repaired triple valves.

A method of marking brake apparatus which has been

77

■I^

INT

CAR BUILDERS' DICTIONARY

INT

cleaned, oiled and tested, is shown herewith. In order
to condense the stenciling as much as possible, the words
"cleaned and oiled" and "tested" have been omitted,
as their significance is well known.

Rule 62. In replacing airbrake hose on foreign cars

CTLIKDER «.«. 5-22-(2

A-aC. BOAD J _

TRIPLE AY752M2
'A.e.C. ROtO/

i«y/.y /*.=// Mirfer fy///tcfir isae.Mfi />/

aDEiiiFscayiKd

T

\mmi\

for which bills are made, new M. C. B. l'>^-inch Standard
hose, and so labeled, must be used.

Trucks.
{Delivering Company Responsible, Rules 63-66.)

Rule 63. Damage of any kind to the truck due to un-
fair usage, derailment or accident that requires renewal
or repairs.

Rule 65. Journal bearings and journal box bolts which
require renewal by reason of change of wheels or axles
for which the delivering company is responsible, regard-
less of the previous condition of the bearings.

Rule 66. Cars intended to be equipped with metal
brake beams and so stenciled, if found with wooden brake
beams.

After September 1, 1915, cars equipped with brake
beams other than all metal will not be accepted in inter-
change.

{Owner Responsible.)

Rule 67. Defective, missing or worn-out parts of
trucks not elsewhere provided for, which have failed

rr

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W"

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-0

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'6~

FIG. 1. — WHEEL DEFECT AND WORN COUPLER LIMIT GAGE.

under fair usage, or if any part of the truck frame or at-
tachments is less than 2^ inches above the top of the rail.

Wheels.
{Delivering Company Responsible, Rules 68-70.)
Rule 68. Flat-sliding, cast-iron wheels ; if the spot
caused by sUding is 2^ inches or over in length. (Care

should be taken to distinguish this defect from worn
through chill.) See Fig. 2.
Flat sliding, steel or steel-tired wheels: if the spot

FIG. 2. — METHOD OF GAGING SHELLED AND FL.\T SPOTS.

caused by sliding is 2j4 inches or over in length ; a sepa-
rate defect card to be furnished.

Rule 69. Broken flange, except as in Rule 78; chipped
flange, if chip is on throat side of tfange, and exceeds 1J4
inches in length and J/2 inch in width ; broken rim, if not

FIG. 3.

METHOD OF GAGING WORN FLANGES. SEE RULE 74.

For cast-iron or cast-steel wheels under cars of less than 80,000
pounds capacity, and forged-steel or steel-tired wheels with flanges
15-16 inch thick or less; cast-iron or cast-steel wheels ttnder cars
of 80,000 pounds capacity or over, with flanges 1 inch thick or less.

caused by defective casting, if the tread, measured from
the flange at a point % inch above tread, is less than 3^
inches in width (see Fig. 5), or any breakage caused by
unfair usage, derailment or accident.

Rule 70. Cars equipped with forged steel or steel-tired

FIG. 4.

METHOD OF GAGING WORN FLANGES. SEE RULE 74.

For cast-iron or cast-steel wheels under cars of less than 80,000
pounds capacity, and forged-steel or steel-tired wheels 1 inch or
more from tread; for cast-iron or cast-steel wheels under cars of
80,000 pounds capacity or over, y^ inch or more from tread.

wheels and so stenciled, if found with cast-iron or cast-
steel wheels.

Cars equipped with cast-steel wheels and so stenciled,
if found with cast-iron wheels.

Forged steel wheels may be substituted for cast-steel
wheels.

{Owners Responsible, Rules 71-82.)

Rule 71. Shelled out: wheels with defective treads on
account of cracks or shelled-out spots 2^ inches or over,
or so numerous as to endanger the safety of the wheel.

78

tsa

INT

CAR BUILDERS' DICTIONARY

INT

Brake burn : wheels having defective treads on account
of cracks or shelling out due to heating.

Rule 72. Seams 1/2 inch long or over at a distance of
1/2 inch or less from the throat of the flange, or seams 3

\

FIG. 0. — ^IKTIIOD OF GAGIKG CHIPPED RIMS.

or more inches long, if such seams are within the limits
of 3^4 inches, as shown in Fig. 5.

Rule 73. Worn through chill: when the worn spot is
ZYz inches or over in length. Care must be taken to dis-
tinguish this defect from flat spots caused by sliding
wheels.

Rule 74. A\"orn flanges — cast-iron or cast-steel wheels :
wheels under cars of less than 80,000 pounds capacity,

T.«ptB r,Nao~

MAyiMUM TLj^NOE. THICKNESS GAUGE:.

FIG. 6. — FOR ALL WHEELS CAST AFTER JAN. 1, 1908.

with flanges having flat vertical surfaces extending 1 inch
or more from tread, or flanges 15/16 inch thick or less,
gaged at a point '.^ inch above tread. Wheels under
-cars of 80,000 pounds capacity or over, with flanges hav-
ing flat vertical surfaces extending Js inch or more from
tread, or flanges 1 inch thick or less, gaged at a point
Yi inch above tread. (See I'igs. 3 and 4.)

Worn flanges — forged steel or steel-tired wheels :

Wheels are out of gauge If le»s
— than 4 feet 5)4 Inches here —

or If more than
4 feet Q% Inches here

- or lens than 5 feet 4 Inchei hero ■

J3I

FIG. 7.

Measurements to be made at the same height on the wheels as the

center of the axle.

For wheels cast prior to the M. C. E. Stamlard tread and

flange adopted in 1907.

flanges having flat vertical surfaces extending 1 inch or
more from tread, or flanges 15/16 inch thick or less.
(See Figs. 3 and 4.)

Rule 75. Thick flange : flange over 1 19/64 inches
thick for cast-iron wheels having increased flange and
tread standards of 1907 and 1909. (See Fig. 6.)

Rule 76, Tread worn hollow: if the tread is worn

sufficiently hollow to render the flange or rim liable to
breakage.

Rule 77. Burst : if the wheel is cracked from the
wheel fit, outward, by pressure from the axle.

Rule 78. Cracked or broken flange, caused by seams,
worn through chill or worn flange. (See also Rules 69
and 83.)

Rule 79. Broken or chipped rim, caused by defective
casting, if the tread, measured from the flange at a point

-BETWECH ^*U<;\Nq PolMTS.—

BtTVJCtN PUANQCS .

VOUT OF C^UGE IF
FEET 6U

FIG. 8.

CHCS HERE -

Mcasiireinciils to be made at the same height on the zi'lieels
as the center of the axle.
For wheels cast after January 1, 190S.

% inch above tread, is less than 3-}4 inches in width.
(See Fig. 5.) See also Rules 69 and 83.

Rule 80. Cracked tread, cracked plate, one or more
cracked brackets, or broken in pieces under fair usage.
See also Rule 69.

Forged steel or steel-tired wdieels loose, broken or
cracked hubs, plates, bolts, retaining ring or tire under
fair usage.

Rule 81. W'heels loose or out of gage. (See Fig. 7
for wheels cast prior to the M. C. B. Standard tread and
flange adopted in 1907, and Fig. 8 for wheels cast after
January 1, 1908.)

Rule 82. Chipped flange: if chip is on the opposite
side from throat of flange and exceeds l!^2 inches in
length and J/2 inch in width.

I-iuLE 83. The determination of flat spots, worn flanges
and chipped treads shall be made by a gage, as shown in
Fig. 1, and its application to defective wdieels, as shown
in Figs. 2, 3, 4 and 5. The determination of thick flanges
for all wheels cast after January 1, 1908, shall be made
liy a gage shown in Fig. 6.

Axles.

(Delivering Coitipany Responsible.)

Rule 84. Cut journals, axles bent or axles rendered
unsafe by unfair usage, derailment or accident.

(Ozuiicrs Responsible, Rules 85 and 86.)
Rule 85. y\xles broken or having seamy journals,
fillets in back shoulder worn out, the length of journal
increased J4 inch over standard length, or collars broken
off or worn to '4 inch or less under fair usage.

Rule 86. Axles less than the following prescribed
limits :

FOR C.\RS M.ARKED WITH -CAPACITY.'

"W'lIEEL SE.-VT.

6-5^1 incites.

CAPACITY OF C.\R.

JOURNAL.

100,000

5 inches

80,000

4'/ •■

70,000

4

60,000

334 "

50,000

3H "

40,000

3 '4 "

30,000

3

43/4
454

4 '4

CENTER.

5^3 inches.
47s

434 "

4H "

3?/s "
314

79

INT

CAR BUILDERS' DICTIONARY

FOR CARS MARKED "MAXIMUM WEIGHT."

IMUM WEIGHT.

JOURNAL.

WHEEL SEAT

161,000

5

inches.

644 inches

132,000

41/;

6'A "

11^,000

41/4

6

9S,000

3?4

S'A "

79,000

3'/,

i\i "

66,000

3 Vi

4%

58,000

3

4-34 "

CENTER.

5^ inches.

53/5 "

554 "

454 "

4^8 "

454 "
4;'8

TABLE I.
FOR TANK CARS MARKED LIMIT WEIGHT I.

IMIT WEIGHT I.

IN POUNDS.

JOURNAL.

WHEEL SEAT.

CENTER.

161,000

5

inches.

634 inches.
654 "

S^'i inches

132,000

4/2

5A "

112,000

4

Wi "

4?^ "

95,000

33^1

5

434 "
414 "

79,000

35<

4->4 "

66,000

3 54

m "

sn "

58,000

3

354 "

TABLE II.
FOR TANK CARS MARKED LIMIT WEIGHT II.

LIMIT WEIGHT II.

IN POUNDS.

JOURNAL.

WHEEL SEAT.

CENTER.

161,000

5

inches.

634 inches.

Sy& inches

132,000

4'/,

6V4 "

534 "

112,000

4;4

6

5 54 "•

95,000

3 54

5J4 "

434 '■

79,000

3 'A

5 'A "

45^ "

66,000

3'A

4i^ "

454 "

58,000

3

434 "

458 "

the repairs were made; the biUing repair card or defect
card to accompany the bill.

Note.— The following rules of the Association of Amer-
ican Railway Accounting Officers should be observed when
rendering or correcting bills :

Bills shall not be rendered for amounts less than 25
cents in aggregate, but charges for items less than 25
cents may be held until they amount to that sum, pro-
vided said aggregate is rendered within 60 days. No
bill shall be returned for correction on account of error
for less than 100 cents in aggregate of bill, but said bill
shall be passed for payment at once, and the alleged
error brought to the attention of the road rendering the
same within sixty days from date of bill. The receiving
road shall at once issue a letter of authority for counter-
bill to cover the acknowledged error, said letter to be
attached to the bill as authority.

No bills shall be returned for correction on account of

All cars, except tank cars, to have their light weight
and capacity, or their light weight and maximum weight
stenciled on them.

All tank cars to have Limit Weight I or Limit Weight
II stenciled on them.

IMPROPER REPAIRS.

(Company Making Repairs Responsible.)

Rule 87. Any company making improper repairs is
solely responsible to the owners, with the exception of the
cases provided for in Rules 35, 58, 66 and 70.

Rule 88. The company making such improper repairs
shall place upon the car, at the time and place the work
is done, an M. C. B. defect card, which card must state
the wrong material used.

Rule 89. When improper repairs of owner's defects
have been made and bill rendered, the owner may
counter-bill against the company making the wrong re-
pairs for the cost of changing the car to the original
standard, or to the requirements of Rules 17 to 27, in-
clusive, and 29 to 31, inclusive, if the work is done.

Rule 90. When improper repairs of defects for which
owners are not responsible are made, the owner may make
bill against the company making the improper repairs for
the cost of changing the car to the original standard, or
to the requirements of Rules 17 to 27, inclusive, and 29
to 31, inclusive, if the work is done.

If an intermediate road finds it necessary for safety
to standardize wrong repairs, it may render bill against
the car owner for the expense, except as provided in
Rules 35, 58, 66 and 70. The billing repair card of such
intermediate line shall be final as to tlie fact that such
wrong repairs existed and shall perforin the same func-
tion as a joint evidence card.

If the car carries repair card covering such wrong re-
pairs, such repair card must accompany bill against the
car owner. If such repair card covers items other than
those corrected, the items corrected must be crossed ofi^
and the card replaced on car, but a copy of such repair
card must accompany the bill against the car owner.

Instructions for Billing.
Rule 91. Bills may be rendered for work done under
Rule 16, except in cases where owners arc not responsible
and the car bears no defect card covering the defects re-
paired, stating upon the bill the date and place where

wrong car numbers, but road rendering bill should be
communicated with by letter, and if, after investigation,
it is found to be a fact that wrong car number has been
given, correct number shall be furnished or credit cover-
ing amount of charge allowed on next month's bill.

When necessary to return bills for correction, all defect
cards and billing repair cards should be detached, except
those covering repairs to cars, the charge for which there
may be some question as to its correctness.

Rule 92. In rendering bills, cars shall be treated as
belonging to companies or individuals whose name or
initials they bear, except in case of Line Cars where the
equipment list of the general officers of the Line desig-
nates a party to make settlement.

Rule 93. All companies rendering bills should consoli-

80

INT

CAK BUILDERS' DICTIONARY

INT

date all charges against any one company into one monthly
bill.

Rule 94. For repairs made on defect cards, the card
must accompany the bill as a voucher for the work done,
but no bill shall be rendered for repairs which have not
been made.

Rule 95. Bills may be rendered against car owners
for the labor only of replacing the following material
when lost on the line of the company making the re-
pairs, viz. :

Brake beams, including shoes, heads, jaws and hangers,
when lost with the brake beam.

Couplers, including yokes, springs and followers, when
lost with the coupler.

Rule 96. In making bills under these rules, the infor-
mation necessary should be embodied on the forms shown

S 6

Zf,^

1S3

DO

O u K

'it

- a ii u

^

I

§.
^

herewith, whether the same is made as a bill or a state-
ment to accompany a bill.

In exchanging wheels and axles under foreign cars,
reports on repair cards, of M. C. B. Standard size, em-
bodying all information required by the statement shown
herewith, will be accepted.

Rule 97. Bills or statements for wheel and axle work
must make specitic mention of each wheel and axle re-
moved and applied. If no marks are found on wheels
or axles removed, a notation to that effect must be made.

Rule 98. Bills rendered for wheels and axles shall be
in accordance with the following schedule of prices for
material, with the proper debits and credits :

Second-
New, hand. Scrap.

One 36-in. cast-iron wheel $10.50 $7.75 $5.25

One 33-in. cast-iron wheel 9.00 7.00 4.75

One 33-in. forged or rolled steel wheel.... 21.00 4.50

One axle, 100,000 lbs 20.00 12.00 7.50

Second-
New, hand. Scrap.

One axle, 80,000 lbs $16.00 $10.00 $6.50

One axle, 60,000 lbs 14.00 7.75 5 25

One axle, 50,000 lbs. (or under) 10.00 5^00 3^00

And with an additional charge for all labor
for each pair of wheels and axles re-
moved from all arch bar trucks of 2.00

And from all solid pedestal trucks of 2.25

If new wheels and axles are substituted for secondhand
wheels and axles, proper charges and credits shall be al-
lowed, although such substitutions be made on account of
only one loose or defective wheel or a defective axle,
with the following exceptions : In case the owner of a
car removes a damaged wheel or axle, no charge shall be
made for any difference in value between the parts used
and those removed that are not damaged.

Removing, turning and replacing a pair of forged steel
or steel-tired wheels; $3.50 for pedestal type of truck
and $3.25 for arch bar truck.

The price for new forged or rolled steel wheels shall
only apply to such wheels having treads \Yi inches thick
or over, measured from base line of tread to the condemn-
ing limit, which is ^ inch above witness groove. For
wheels having treads less than Ij^ inches thick as de-
scribed, a reduction shall be made in price at the rate of
75 cents per 1/16 inch thickness (on radius) of tread.

Any loss or increase of service metal on forged or
rolled steel wheels shall be credited or charged at the
rate of 75 cents per 1/16 inch thickness (on radius) of
tread.

In Case of Owner's Defects.

No credit will be allowed owner for loss of service
metal due to turning oft' wheels. Should there be a
further loss of service metal, however, due to the appli-
cation of other wheels, the proper credit for such addi-
tional loss must be given the owner. Any increase in the
amount of service metal, due to the application of other
wheels, may be charged to the owner.

Delivering Line Defects.

When repairs are not covered by a defect card, the
proper credit for any loss of service metal must be given
the owner ; but no charge shall be made against the
owner for any increase in the amount of service metal,
due to application of other wheels.

When the repairs are covered by the defect card of an-
other company, charge covering such repairs shall be
made against the owner of the car, the defect card and
the billing repair card to be attached to the bill. The
owner to render counter-bill on the authority of the de-
fect card against the company issuing same, including an
additional charge to cover the loss of service metal, on ac-
count of the defects covered by the card. Should there
be an additional loss of service metal, on account of the
application of other wheels, the company making the re-
pairs shall allow the proper credit to the owner to cover
such additional loss of metal. Should there be an in-
crease in the amount of service metal, due to the appli-
cation of other wheels, such increase may be charged to
the owner and included in the owner's counter-bill against
the company issuing the defect card, except when re-
pairs are made by the owner.

The above provisions shall govern any loss or increase
of service metal on account of the mate wheel, even if
same is not defective, when both wheels are turned off
to correspond.

The necessary information must be given in all cases,
as provided in Rule 10.

In cases of slid-flat wheels Yi inch for loss of service
metal will be allowed for flat spots 2i/2 inches long and
1/16 inch for each additional inch or fraction thereof.

81

INT

CAR BUILDERS' DICTIONARY

Rule 59. If car owner elects on account of improper
repairs to remove M. C. B. Standard axles suitable to

the capacit}^ of the car, he shall make charge for second-
hand axles and allow credit for secondhand axles if they

are in good order. y\xles removed below the journal
limit of 100,000 pounds, 80,000 pounds, 60,000 pounds and
40,000 pounds capacity, to be credited as scrap when
removed.

Rule 100. Bills or statements Avhich do not embody

all the information called for by the headings of the
columns may be declined until made to conform to the re-
quirements of the rule.

In all cases of forged or rolled steel wheels, the re-
pair card must show the actual thickness of tread be-
fore and after turning oil, measured from base hne of
tread to the condemning limit of tread, which is ^ inch
above the witness groove; also show actual thickness of
tread on other wheels applied. This information must be
reported to car owners regardless of whether repairs are
chargeable or not.

Rule 101. Bill for repairs made under these rules and
for material furnished shall be in conformity with sched-
ule of prices and credits for the articles enumerated be-
low :

Material. 8-inch. 10-inch.
Air-brake Equipment :

Air-brake hose, l->s-inch M. C. B. standard, com-
plete with fittings, applied to car, charge $2.00 $2.00

Air-brake hose, M. C. B. standard, credit for

fittings for same 80 .SO

Angle cock, plain handle 1.50 1.50

Angle cock, self-locking handle 1.80 1.80

Angle cock handle, plain 08 .08

Angle cock handle, self-locking, complete .40 .40

Angle cock handle, self-locking .25 .25

Auxiliary reservoir, detachable type 2.75 6.25

Auxiliary reservoir, combined type 2.75 6.25

Brake pipe air strainer, lJ-'4-inch .60 .60

Brake pipe air strainer union nut .12 .12

Brake pipe air strainer union nut and swivel... .12 .12

Centrifugal dust collector, 1-inch 1.20 1.20

Centrifugal dust collector, 1 ;4-irich 1.50 1.50

Centrifugal dust collector deflector and plug... .30 .30

Check valve cap .25 .25

Cut-out cock 1.30 1.30

Cut-out cock handle .07 .07

Cylinder body 2.00 3.50

Cylinder piston and rod 1.00 1.50

Cylinder piston follower .08 .25

Cylinder piston packing leather .60 1.00

Cylinder piston packing leather expander .05 .06

Cylinder piston release spring .50 .50

Cylinder non-pressure head .60 1.25

Cylinder pressure head, plain .50 .75

Cvlinder pressure head with lever brackets, hm:s

and bolts 1.50 1.75

Cylinder gasket 06 .08

Exhaust piston .20 .20

Exhaust piston head .40 .40

Exhaust piston seat .10 .10

Gasket, air hose coupling .04 .04

Gasket, leather, union, all sizes .04 .04

Pipe nipple on end of train line .12 .12

Piston stop 10 .10

Pressure-retaining valve. 2 position 1.00 1.00

Pressure-retaining valve, 3 jiosition 3.00 3.00

Release valve .60 .60

Kelease valve handle .10 .10

Release valve rubber seat .02 .02

Release valve vent valve, complete .10 .10

Release rod 10 .10

Retaining valve handle .05 .05

Retaining valve cock key, two position .15 .15

Retaining valve cock key, three position .20 .20

Retaining valve case, two position .10 .10

Retaining valve case, three position .40 .40

Retaining valve spring .03 .03

Retarding device body .80 .80

Retarding device screws ( each) .04 .04

Retarding device stem .50 .50

Retarding device spring .05 .05

Rubber seat, for triple emergency valve, check

valve or vent valve .05 .05

Side cap _ -20 .20

Train pipe air strainer (1 '/.l-inch) .60 .60

Triple check-valve case 1.00 1.00

Triple cylinder cap (drain cup) .75 .75

Triple cylinder front cap, type K-3, 4, 5, 6,-N. Y. .75 .75

Triple cylinder front cap, type F and H, N. Y. .60 .60

Triple cylinder or main cylinder gasket .40 .40

Triple emergency valve, all classes .60 .60

Triple emergency valve seat .b5 .55

Triple emergency valve piston. .50 .50

Triple emergency valve piston ring only .15 .15

Triple emergency check valve, metal .25 .25

Triple emergency check valve spring 02 .02

Triple emergency check case gasket .10 .10

Triple graduating spring 05 .05

Triple graduating stem 15 .15

Triple graduating stem nut .20 .20

Material. 8-inch.

Triple graduating valve, round type $0.05

Triple graduating valve, flat type .25

Triple graduating valve spring -02

Triple piston and ring 2.00

Triple piston K type 3.00

Triple piston ring (only) -25

Triple slide valve, old type, W. A. B. Co .75

Triple slide valve, F-1, N. Y 75

Triple slide valve, H-1, N. Y 90

Triple slide valve, Iv type 1.50

Triple slide valve spring -03

Triple union nut 'lO

Triple union swivel -lO

Triple valve body, complete, old style W. A. B. 5.50

Triple valve body, complete, old style N. Y.... 6.00

Triple valve body, K type 8.00

Triple valve seat, metal 1.50

Triple valve strainer .05

Triple valve gasket -20

Tri]ile vent piston -70

M.vrERiAL. Charge.

Altering height of one end of car. by adjusting

center plates or body bolster, net $1.25

Altering height of one end of car, shimming

springs, net .75

Bolts, nuts and forgings, finished, per lb .03

Brake shoe applied; no credit for scrap .30

Brake shoe, reinforced back, applied; no credit

for scrap .40

Brake shoe key applied; no credit for scrap .05

Castings, rough iron, per lb .02

Castings, rough malleable, per lb .04

Castings, rough steel, per lb .05

Chain, per lb .05

Coupler, M. C. B., complete, new, steel 5 by 5

shank . 8.75

Coupler, M. C. B., complete, new steel 5 by 7

^ shank 9.50

Coupler body, one, new steel 5 by 5 shank 5.75

Coupler body, one, malleable, 5 by 5 shank

Coupler body, one, new steel 5 by 7 shank 6.50

Coupler body, one, malleable, 5 by 7 shank

Coupler knuckle, one, new, open

Coupler knuckle, one, new, solid 2.25

Coupler knuckle pin, one, new .25

Coupler lock, one, new .50

Coupler release clevis, applied, net .03

Coupler release clevis link, applied, net .03

Other individual malleable, wrought or steel parts,

per lb 04

Door, for end of box or stock car, wooden, each,

applied; no credit for scrap 1.95

Door, for end of box or stock car, ventilated
(wooden frame with iron rods) , each, applied;

no credit for scrap 3.30

Door, for side of box or stock car, wooden, each,

applied; no credit for scrap 4.75

Door, for side of box or stock car, ventilated
(wooden frame with iron rods), each, applied;

no credit for scrap 6.50

Door, for side of carriage, automobile or furniture

car, wooden, each, applied; no credit for scrap. 6.00
Door for side of stock car, with iron rods, each,

applied; no credit for scrap 5.50

Door, for roof of coke car, wooden, each, applied;

no credit for scrap 1.75

Door, for roof of stock car, wooden, each, applied;

no credit for scrap 1.25

Half door, for side of box or stock car, each, ap-
plied; no credit for scrap 3.00

Half door, for end of furniture, carriage or auto-
mobile car, each, applied; no credit for scrap.. 6.00

Handhold, one, applied, net .40

Hatch cover, for roof of refrigerator car, wooden,

each, applied: no credit for scrap 1.50

Hatch plug, for refrigerator car, wooden, each,

applied; no credit for scrap 2.00

Iron, galvanized, per lb .04

Journal bearings, brass or bronze, lined or un-

lined, per lb., applied .18

Journal bearings, filled brass or bronze shell, per

lb., applied .14

Journal bearings; weight to be charged and cred-
ited as follows; Lbs.
For journals 7 in. long and over, but not 8 in... .10
For journals 8 in. long and over, but not 9 in... .13
For journals 9 in. long and over, but not 10 in.. .20

For journals 10 in. long, but not 11 in .25

Journal bearings, cast steel, or malleable iron

back, credit for scrap, per lb

Janney key, one, applied; net .02

Key ring, one, applied; net .03

Labor, per hour .24

Lumber^ — Yellow, White and Norway Pine, Pop-
lar, Oak, Hickory and Elm, dressed and framed,

per foot E.-M. required to make the part .04

Nails, per lb 03

Nut-lock, one, applied; net .03

Paint, lead, freight car, mixed, per lb ,15

Paint, mineral, freight car, mixed, per lb .07

Pipe, ^-^-inch, per ft ,03

Pipe, 1-inch, per ft .05

Pipe, 1 j4-iiich, per ft 07

Ratchet wheel key, one, applied; net .03

Spring cotters or spring keys, separately or in

connection with other repairs, each, apjilied, . . . .02

Steel for springs, rough, per lb ,05

Steel helical springs, per lb .03

Steel, pressed and flanged, per lb .04

Steel, plate and structural, per lb .03

Stenciling side and end wdien done to preserve
identity of car, when not necessitated by other

repairs, net (per Rule 102) .50

82

10-inch.

$0.05

.25

.02

2.00

3.00

.25

.75

.75

.90

1.50

.03

.10

.10

5.50

6.00

8.00

1.50

.05

.20

.70

Credit.

$0.0034

.006
.005^
.0034
.01

1.05
.90
1.15
1.00
.40
.45
.05
.06

.13

.10

.12
.15

00 3i
.0034

.00^

INT

CAR BUILDERS' DICTIONARY

INT

Rule 102. Not more than one pound of mineral paint
can be charged for 15 square feet of surface covered, and
not more than one pound of lead paint for 12 square feet
of surface covered. Xo charge to he made for lettering
except when done to preserve the identity of the car and
not necessitated by other repairs.

Rule 103. Whenever scrap credits are allowable the
weights of scrap credited shall be equal to the weights
of the new metal applied, except as otherwise provided
in the rules, and except in the case of scrap M. C, B.
couplers, and parts of same, and material applied on de-
fect cards, in which cases the weight and kind of metal
removed shall he credited.

Rule 104. When M. C. B. coupler parts or metal
brake beams are replaced, good secondhand material may
be used, but they must be charged at seventy-five per cent
of the prices when new. The credits for coupler parts
released from service in good condition must be seventy-
five per cent of the prices when new, and similarly the
credits for metal brake beams must be fifty per cent of
the prices when new.

In the case of defective couplers, when another make is
applied, credits shall be confined to the body, lock, knuckle
and knuckle pin.

Rule 105. Manufactured articles not included in Rules
98 and 101 must be charged at current market prices.

Rule 106. No percentage shall be added to either ma-
terial or labor used in repairs to cars prior to Novem-
ber 1, 1912._ For repairs made on and after that date,
10 per cent, shall he added to the net total amount of the
bill, for material and labor; this provision to apply to all
charges authorized in these rules, with the folloAving ex-
ceptions :

No percentage to be added to charges for repairs made
on authority of defect cards issued prior to November 1,
1912, regardless of date of repairs.

No percentage to be added to bills rendered by car
owners for material furnished by them for repairs to their
cars on foreign lines.

No percentage to be added to bills covering settlement
for destroyed cars or trucks, under Rules 116 and 118.

The Arbitration Committee has received a great many
inquiries as to the proper interpretation of Rule 122, and
it is frank to say that under the present reading of the
rule it is practically impossible to carry out the provisions
of the rule in regard to reclaiming for prepaid freight
charges, especially where the repairing company is re-
sponsible. Your committee, therefore, believes it would
be better to have the freight charges follow the shipment,
and would, therefore, change the rule to read as follows,
with the understanding that it shall apply also to unsettled
cases :

Rule 107. The following table shows the number of
hours which may be charged for labor in doing the various
items of work enumerated, which includes all work neces-
sary to complete each item of repairs, except m so far
as labor is already included in charges for material :

Ordikary Refrigerator
Cars. Cars.

Charge Charge

Hours, for Hours, for
Labor. Labor.

Advertisements, temporary, tacked on car,

removing, per car • ■ - $0.5U . ■ y).::)ll

Advertisements, temporary, pasted, glued

or varnished on cars, removing, per car .. 1.00 .. l-UO

Air-brake equalizer or fulcrum, one, re- ^

newed V^ ■^-' -^

Air-brake block or plate (plus labor charge

for R. and R. cylinder when necessary ^ ,; i • ir

to do so), one, renewed l^z -^o ly-j -Jo

American continuous draft rods, one rod, ^ ^ . ^n

welding 2/, .60 2]/. .C:0

Anchor rod (bolster and deadwood), one, / lo

renewed 54 -18 H -lo

li.

Anchor rod (bolster and deadwood) , black-
smith labor repairing

Anchor rod, head block tank car or Gould
draft, one, renewed

Anchor rod, head block tank car or Gould
draft, blacksmith labor, repairing

Anchor tank, one, renewed

.Anchor tank band, blacksmith laljor, re-
pairing

Anchor tank band "Y" bolt, one, renew-ed

Anchor tank band "Y" bolt, blacksmith
labor, repairing

Anchor or lug straps, one, renewed

Anchor or lug straps, blacksmith labor,
repairing

Arch bars, 1 or 2 replaced on same side
of truck

Arch bar, blacksmith labor, each, reform-
ing

Arch bar, drawing down

Arch bar tie straps, one, renewed

Arch bar tie straps, blacksmith labor, one,
repairing

Belt rail oi- girth (end), when two posts
or braces are renewed

Belt rail or girth (endj, when not asso-
ciated with renewal of posts or braces.

Belt rail plank (end), "when renewed sep-
arately

Belt rail plank (side), when rene\ved sep-
arately

Bolster, body, composite, one, replaced, .

Bolster, body, plain metal or wood, one,
replaced

Bolster, body, metal, one replaced when
draft timbers extend through same....

Bolster, body, plain metal or wood, one,
replaced -when one or more defective
sills are replaced

Bolster, composite, one, replaced when
one or more defective sills are replacecl

Bolster truck, one, replaced

Bolster, truck, one, and one spring plank-
in same truck, replaced.

Body truss rod bearing or queen post,
closed, one, renewed

Body truss rod bearing or queen post,
closed, two on same rod, renewed

Body truss rod bearing or saddle block,
open, one, renewed

Body truss rod, full length, renewed. . . .

Body truss rod, per section, renewed....

Body truss rod, per section, or full length,
blacksmith labor, repairing

Body truss rod, tightening and replacing
on saddle

Braces, side or end, one, renewed

Braces, side or end, each, renewed, when
associated with the renewal of posts . .

Brake beam, one, replaced, including at-
tachments and connections

Brake beam, one, metal, blacksmith labor,
repairing

Brake beam, wooden truss, repairing....

Brake beam guide or finger guard, one,
renewed

Brake beam head (w^ooden beam) , one
renewed

Bral<e beam head (wooden beam), two on
same beam, renewed

Brake beam safety chain, separately, one
renewed

Brake beam suspension spring hanger or
link, one, renewed

Brake beam hook bolt, one, renewed

Brake chain, one, renewed

Brake connection rod or lever, one or
both applied

Brake connection repaired and replaced. .

Brake hanger, repaired and replaced

Brake hanger, separately, one, renewed..

Brake hanger shackle box or bearing and
cap, one, renewed

Brake hanger trimmer block, one, renewed

Brake hanger eye bolt, separately, one,
renewed

Brake lever guide or carrier, one, re-
newed

Brake lever bracket, one, renewed

Brake pawl, one, renewed

Brake j'in or J^ey bolt, separately, one,
renewed

Brake rod carrier, one, renewed

f'.rake shaft, one, renewed

Brake shaft, blacksmith labor, repairing.

Brake shaft brace or support, one, re-
newed

Brake shaft brace or support, blacksmith
labor, repairing

Brake shaft carrier or bow, one, renewed

Brake shaft carrier or bow, blacksmith
labor, repairing

Brake shaft step board plate, only, one,
renewed ■

Brake shoe, applied on authority of de-
fect card when brake beam is not re-
placed ■

P.rake step board, one, renewed

p.rake -wheel, one, renewed

Ordixarv
Cars.

Ri

He

sfrigerator
Cars.

thargu
Tours, for
Laljor.

Charge

nirs. for
Laljor.

ii $0.18

■y $0.18

1 'u .30

1'4 .30

H .18

1 .24

H .18

}2
I

.12
.24

1

.24

'A

.12

i^;

.12

iyi

.84

iVi

.84

1V2

'A

1

.36

.is

.24

1!'^
1

.36

.18
.24

;<

.12

/2

.12

1

.24

1

.24

4

.96

4

.96

i;-6

.Z6

I'A

.36

2
12

.48
2.88

14

.43
3.36

8

1.92

10

2.40

16

3.84

IS

4.32

4
10

.96
2.40

4
10

.96
2.40

12

2. 88

12

2.88

1

.24

1

.24

I'A

.36

IJ'i

.36

3

1^2

.12
.72
.36

li
3

l!-2

.12
.72
.36

1

.24

1

.24

V2

3

.12
.72

6

.12
1.44

2

.48

3^2

.84

2

.48

2

.48

2'/2
1>2

.60
.36

2'A
l;'2

.60
.36

li

.06

}'i

.06

1

.24

1

.24

lyi

.36

IJi

.36

;4

.06

!4

.06

;-4

■/2

.06
.12
.12

1-2

.06
.12
.12

1'
1

.12
.24
.24

.12

1/.,
l"
1

^/2

.12
.24
.24
.12

3'4
IH

.18
.36

-*4

1^2

.18
.36

A

.12

Vl

.12

/'4

.12
.12
.06

^ 2

?4

.12
.12
.06

1

1-4

.06
.06
.24
.12

;4
1

.06
.06
.24
.12

14

.12

V2

.12

■1

,12
.12

I/;

.12
.12

\i

.12

1.;

.12

1

.24

1

.24

i-'-i

.12
.36
.12

I ;

.12
.36

.12

83

INT

CAR BUILDERS' DICTIONARY

INT

Ordinary
Cars.

Refrigerator
Cars.

Ordinary
Cars.

Refrigerator
Cars.

Charge Charge

Hours, for Hours, for
Labor. Labor.

Buffer block, one, cast-iron, replacing...

Bolts-
Carrier iron bolts, three or less at one
end of car, applied

Carrier iron bolts, all at one end of car,
applied

Carrier iron bolts, 6-inch or less, each...

Center plate bolts, where same do not
pass through draft timber, one or more,
or all at same end

Center plate bolt or bolts, and center

plate, replacing on one end of car....

NOTE. — If center plate bolt or bolts

pass through draft timbers it must be

termed center plate bolt and charged three

hours on ordinary cars and four hours

on refrigerator cars.

Column bolts, one or more, replaced in
same truck

Coupler stop bolts, lug strap bolts or draft
timber cross-tie bolts, 5 or less, at same
end of car, when coupler is not re-
placed, each

Coupler stop bolts, lug strap bolts or draft
timber cross-tie bolts, 6 or more, at same
end of car when coupler is not replaced

Draft timber bolts or carrier iron bolts,
either or both, three or less, at one end
of car, replacing

Draft timber bolts or carrier iron bolts,
either or both, four or more, at one end
of car, replacing

Journal box bolt, one or two, replaced,
same box

Bolts, 6-inch or less (other than those
provided for), each, applied

Bolts, over 6 inch in length (other than
those provided for), each, applied

Card board, one, renewed

Carlin, one, replaced

Carrier iron, one, renewed

Carrier iron, blacksmith labor, repairing.

Carrier iron, one, tightened

Chute plank, top, middle or bottom, side,
each, renewed

Chute plank, end, each, renewed

Column casting, one or both, replaced on
same side of truck

Column casting, two, replaced on opposite
sides of same truck

Column guide, one, renewed

Column guide, two at same end of bolster,
renewed

Center pin (head), applied, empty car...

Center pin (head), applied, loaded car...

Center pin (head) , applied, empty car,
and putting same end on center

Center pin (head), applied, loaded car,
and putting same end on center

Center pin (key), applied, empty car, in-
cluding placing the same end on center,
if necessary

Center pin (key), applied, loaded car, in-
cluding placing same end on center, if
necessary

Center plates, one or two, at same end,
replacing

Corner iron, one, replaced

Coupler, with stem attachments, coupler
springs, one or more follower plates,
American continuous draft key, Ameri-
can continuous draft rods, one or more
coupler stops, renewing or replacing one
or all, at same end of car, at same time

Coupler, with pocket attachments, coupler
springs, one or more follower plates, one
or more coupler stops, coupler pockets,
coupler pocket rivets, renewing or re-
placing any or all, at same end of car,

at same time

(This does not include coupler stops
riveted, which should be charged for on a

per rivet basis in addition to the cost of

removing and replacing coupler when it

is necessary to do the riveting.)

Coupler, with key attachments, renewing

or replacing

Coupler yoke bolts, applied, one or two, at
same end of car (coupler not R. & R.)
Coke rack cleat (wooden rack), each, re-
newed

Coke rack gate (2 bars), renewed

Coke rack gate (3 bars), renewed

Coke rack gate guide, each, renewed. . . .

Coke rack gate slat, each, renewed

Coke rack stake clamp, each, renewed...

Coke rack stake clip, each, renewed

Coke rack thimble or catch, each, renewed

Cross-tie timber, one, replaced

Cross-tie timber, one, replaced when one

or more defective sills are replaced...

Dead block, wooden, replacing at one end

of car

Dead block, metal, renewed at one end of

car

Deck bearer upper (stock car), one, re-
newed - :

Deck, upper, flooring, per board, renewed

Door, end. old, rehanging

Door, side, old, rehanging

1.24

1.24

2

.48

2

.48

3

.72
.06

3

.72
.06

3

.72

4

.96

3

.72

4

.96

2/a

3

1

.48

iy2 .36

.60

.72
.24

.96

1.20

1/.

2 'A

3
1

.48

'A

.12

A

.12

3

.72

3

.72

2

.48

2

.48

3

.72

3

.72

1

.24

1

.24

'A

.06

A

.06

1

A

.12
.12
.96
.24
.12
.06

Ai

/2

'i

.12
.12

.24
.12
.06

1/2
1

.36

.24

3

.72

3

.72

5
1

1.20
.24

5
1

1.20
.24

154

1

4

.30

.24
.96

lA

1

4

.30

.24
.96

2

.48

2

.48

6

1.44

6

1.44

.36

.72
.24

.96

1.20

2

.48

2

.48

1

.24

1

.24

li

.18
.18

1

3/1

.24
.18

4

.18

V,

.12

A

.06

A

.06

5

1.20

6

1.44

1^

.36

2

.48

3

.72

3

.72

3

.72

3

.72

1

.24

A

.06

u

.12

I A

.36

2

.48

Charge Charge

Hours, for Hours, for
Labor. Labor.

Door bar (stock car), renewed

Door batten or stile (nailed door), not
including R. & R. door, renewed

Door rail or stile (frame door), not in-
cluding R. & R. door, renewed

Door cap or housing (wood), renewed...

Door cap or housing (metal), renewed —

Door hanger or roller, either or both, re-
newed

Door hinge, one, renewed

Door guide, one, renewed

Door guide rail, bracket, one, renewed. . .

Door hasp or keeper, one or both, re-
newed

Door seal hook and chain, one, renewed.

Door stop, iron, one, renewed

Door stop, wood, one, renewed

Door rod (lock), one, renewed _. .

Door rod (lock), blacksmith labor, repair-
ing

Door rod bearing, only, one, renewed....

Door rod shoe, only, one, renewed

Door track, top or bottom, one, renewed.

Door track, top or bottom, blacksmith
labor, repairing

Door track, repaired on car

Draft timber, one, replaced

Draft timbers, two, on same end, replaced

Draft timbers, one, extending beyond body
bolster, renewed

Draft timbers, two, extending beyond body
bolster, renewed

Draft timber, one, renewed, when its cen-
ter sill is renewed or spliced, at same
end of car

Draft timber, one, renewed, when its op-
posite center sill at same end of car is
renewed or spliced

Draft rod key, repaired

Draft timber filler block, renewed, when
draft timbers are not renewed

Draft timbers, tightened, one end, no ad-
ditional labor for tightening when draft
bolt or bolts are applied

Drop end gate, replacing on authority of
defect card

Drop end gate (1 plank), plain, renewed.

Drop end gate (1 plank) , metal bound,
renewed

Drop end gate (3 plank), plain, renewed.

Drop end gate (3 plank), metal bound,
renewed

Drop end gate plank, plain, one, renewed

Drop end gate plank, plain, two, same
end, renewed

Drop end gate plank, metal bound, one,
renewed

Drop end gate plank, metal bound, two,
same end, renewed

Drop end gate cleat or stop, one, renewed

Drop end gate hinge, one, renewed

Drop end gate keeper or latch, one, re-
newed

Drop door chain, one, renewed

Drop door plank, each, renewed

Drop door shaft and ratchet, either or
both, renewed

Drop door shaft, blacksmith labor, re-
pairing

Drop door shaft pawl, one, renewed

Drop door shaft key, one, renewed

End plank, one, renewed on Gondola car,

without angle irons

With angle irons, bolted

With angle irons, riveted

End planks, two, renewed on same end:

Without angle irons

With angle irons, bolted

With angle irons, riveted

End planks, three, renewed on same end:

Without angle irons

With angle irons, bolted

With angle irons, riveted

End planks, four, renewed on same end:

Without angle irons

With angle irons, bolted

With angle irons, riveted

End plate, one, replaced

Flooring boards, renewed, per lineal foot.

Follower tie strap, one, renewed

Fascia or drip moulding, renewed, per
lineal foot

Hand hold, removed and straightened, one

Hand hold, straightened on car, one or
two

Hand rail rod or pipe, per side, separately,
renewed

Hand rail post, including rail removed

and replaced

Hand rail post, each, additional

Hay box, complete, renewed

Hay box door, one, renewed

Head block casting (tank car), one, re-
newed

Journal box, one, replaced.

Journal boxes, two on same axle, replaced
Journal box. one or two, replaced on same

axle, solid pedestal truck

Journal box. three or four, replaced on
same truck, solid pedestal truck

.48

.72
.24

.48

Ya. $0.18

1

.24

1

.24

1"/1

.30

iy4

.30

1/2

.36

W2

.36

g

.18
.18
.12

"Vi

.18

A

.06

A2

.12

A
A

.12
.06

A

.12

, ,

1

.24

154

.36

••

1
A

.24
.12
.12

154

.36

1

.24

V,.

.18

9

2.16

io

2.40

12

2.88

13

3.12

11

2.64

12

2.88

14

3.36

15

3.60

.48

.72
.24

.48

A

.12

Ai .12

A
1

.12
.24

2

2

.48
.48

6

1

1.44
.24

I A

.36

3

.72

4^

/2
1

1.08
.12
.24

A
A
1

.12
.12

.24

I A

.36

1

.24
.12
.06

2
3

s

.48

.72

1.20

2/2
3/2
5/2

.60

.84
1.32

3
4
6

.72

.96

1.44

3/2
4/2
6A

12

"a

.84

1.08

1.56

2.88

.20

.12

8 4.32
.20

A .12

i

.025
.24

.025
1 .24

A

.06

A .06

1/3

.36

2

3/2
2

.48
.18
.84
.48

3

2/2
4

.72
.60
.96

3 .72
5 1.20

4

.96

5 1.20

5

1.20

6 1.44

84

INT

CAR BUILDERS' DICTIONARY

INT

Ordinary Refrigerator
Cars. Cars.

Ordinary Refrigerator
Cars. Cars.

Charge Charge

Hours, for Hours, for
Labor. Labor.

Charge Charge

Hours, for Hours, for

Labor.

Labo

Journal truing up, one or two, on same

axle 2 $0.48

Journal wedge, renewed or replaced, sepa-
rately ^

Ladder complete (wood), renewed 1^2

Ladder stile (wood), one, renewed 1

Ladder tread (wood), one, renewed 54

Letter or number board, one, renewed... 1

Lining, renewed, per square foot

Nuts, only, ^g-inch and under, replacing

four or less J4

Nuts, only, 1-inch to 1 ^^ -inch, inclusive,

replacing one or two J4

Nuts, only, 1 J/^-inch and over, replacing

one J4

Pedestal tie bolt or casting, either one or

both, renewed J^

Pedestal tie strap, one, renewed Yz

Pipe hanger cap or clamp, one, renewed. I/4

Pipe hanger, complete, renewed J/^

Pipe hanger, blacksmith labor, repairing. 3^

Pipe hanger tightened, one or two J^

Platform plank, one, replaced 2

Post, corner, door, end or side, each, re-
newed on empty car 3

Post, corner, door, end or side, each, re-
newed, where associated with renewal
of side sill or inside end sill, side or

end plate 2

Post, corner, door, end or side, one, re-
newed on loaded car 4

Push rod guide, one, renewed J4

Push pole pocket (bolted), one, renewed. 5^
Push pole pocket, blacksmith labor re-
pairing ^2

Releasing lever for M. C. B. coupler, one,

replaced 5^

Release lever (coupler), repaired, on car. K
Release lever bracket (coupler), one, re-
newed ^

Re-nailing roofing and siding, per lineal

foot

Replacing truck spring, when out of place,

empty car J4

Replacing truck spring, when out of place,

loaded car 1

Rod, vertical tie rod, one, renewed ^

Rod, vertical tie rod, blacksmith labor re-
pairing l4

Rod or pipe, side or center hitch (stock

car) . one, renewed ^

Roof boards, single, including removing
and replacing running boards, per lineal

foot .09

Roof boards, double board roof, including
removing and replacing running board,

per lineal foot

Roof purline, one, renewed 1

Roping staple, one, renewed 5^

Roping staple, blacksmith labor repairing. J^

Running board, complete, applied 7

Running board, renewed, per lineal foot,

per single board

Running board saddle, separately, one, re-
newed Vz

Running board bracket, one, renewed.... 1/2

Running board bracket, blacksmith labor

repairing J^

Running board extension block, renewed. J/2

Safety chain hook or link (end sill), one,

renewed J^

Safety valves, one or two, per tank, test-
ing and stenciling only 1

Safety valve, one, per tank, adj usting,

testing and stenciling 2

Safety valves, two, per tank, adjusting,

testing and stenciling 3

Side bearing, one, renewed 1

Side bearing, each additional, at same end

of car, renewed 14

Spring plank, one, replaced 8

Side planks on gondola car (with corner

bands), spliced, one 4

Side planks on gondola cars (without cor-
ner bands), spliced, one 3

Side planks on gondola cars, renewed:

Without corner bands, one plan!*: 7

Without corner bands, each additional

plank 4

With corner bands, bolted or riveted,

one plank 10

With corner bands, bolted or riveted,

each additional plank 5

Side slat or end slat (stock car), nailed,

one, renewed _- • • 5^

Side slat (stock car), inside or outside,

bolted, one, renewed 1

Slat, end (stock car), bolted or riveted,

one, renewed 1

Sheave wheel in brake rod, one, renewed I'^j

Sill step, bolted, one, renewed ,!/2

Sill step, blacksmith labor, repairing.... Yz

Sill steps, handholds and ladder treads,

tightened, four or less !4

Side plate, one, applied 29

Side plate, one, spliced .■ ■ ■ ■ ^^

Siding removed and replaced, per lineal

foot -16

.18

18

.36

.36

.24

1

:>A

.06

'A

.06

.24

1

.24

.03

.04

.06

A

.06

.06

Vi

.06

.06

%

.06

.12

Vz

.12

.12

Vi

.12

.06

%

.06

.12

Vz

.12

.12

54

.12

.06

'4

.06

AH

2

.48

.48

3/.

.84

.96
.12
.12

6

1.44
.12
.12

.12

Vt.

.12

.12
.06

54

.24
.06

.06

Va

.06

.01

..

.01

.06

Va

.06

.24
.18

1

.24
.18

.12

Vz

.12

.18

.09

.13

.24

.12

.12

1.68

i

/2

Y'

.13

.24

.12

.12

1.68

.015

.01

.12
.12

12
.'12

.12

.12

V2
y^

.12

.12

.12

Vz

.12

.24

.48

.72
.24

'i

.24

.12

1.92

8

.12
1.92

.96

.72

1.68

.96

2.40

1.20

.12

.24

.24
.12
.12
.12

"!4
V2

.1^
!l2

.06
6.96
2.40

Vi
39
17

.06
9.36
4.08

Siding removed and replaced, per lineal
foot, where nails are set and holes
puttied

1 center sill spliced, per end 20

2 center sills, spliced, same end 26

1 center sill, renewed 38

2 center sills, renewed 44

1 end sill under siding, renewed 17

1 end sill outside siding, renewed 8

1 end sill under siding, renewed, when

one or more defective sills are renewed

or spliced 5

1 end sill outside siding, renewed, when
one or more defective sills are renewed
or spliced 3

1 intermediate sill, renewed 32

2 intermediate sills, renewed 37

3 intermediate sills, renewed 43

4 intermediate sills, renewed 47

1 intermediate sill and 1 center sill, re-
newed 43

1 intermediate sill and 2 center sills, re-
newed 49

2 intermediate sills and 1 center sill, re-
newed 48

2 intermediate sills and 2 center sills, re-
newed 54

3 intermediate sills and 1 center sill, re-
newed 53

3 intermediate sills and 2 center sills, re-
newed 59

4 intermediate sills and 1 center sill, re-
newed 58

4 intermediate sills and 2 center sills, re-
newed 64

1 intermediate sill, spliced 13

1 side sill and 1 center sill, renewed.... 54

1 side sill and 2 center sills, renewed.... 60

2 side sills and 1 center sill, renewed.... 70
2 side sills and 2 center sills, renewed... 76
1 side sill, spliced 14

1 side sill, renewed 29

2 side sills, renewed 50

1 side sill and 1 intermediate sill, renewed 48
1 side sill and 2 intermediate sills, re-
newed 53

1 side sill and 3 intermediate sills, re-
newed 53

1 side sill and 4 intermediate sills, re-
newed 63

2 side sills and 1 intermediate sill, re-
newed 64

2 side sills and 2 intermediate sills, re-
newed (}9

2 side sills and 3 intermediate sills, re-
newed 74

2 side sills and 4 intermediate sills, re-
newed 79

1 side, 1 intermediate and 1 center sill,
renewed 59

2 side, 1 intermediate and 1 center sill,
renewed 75

1 side, 2 intermediate and 1 center sill,
renewed 64

2 side, 2 intermediate and 1 center sill,
renewed SO

1 side, 3 intermediate and 1 center sill,
renewed 69

2 side, 3 intermediate and 1 center sill,
renewed 85

1 side, 4 intermediate and 1 center sill,
renewed 74

2 side, 4 intermediate and 1 center sill,
renewed 90

1 side, 1 intermediate and 2 center sills,
renewed 65

2 side, 1 intermediate and 2 center sills,
renewed 81

1 side, 2 intermediate and 2 center sills,
renewed ■ • . 70

1 side, 3 intermediate and 2 center sills,
renewed 75

1 side, 4 intermediate and 2 center sills,
renewed 80

2 side, 2 intermediate and 2 center sills,
renewed 86

2 side, 3 intermediate and 2 center sills,
renewed 91

2 side, 4 intermediate and 2 center sills,
renewed .■ ■ ■ ■ ^'^

Each side or intermediate sill, spliced,
when longitudinal sills have to be re-
newed, or when other sills are spliced
at same end 5

Each center sill, spliced, when intermedi-
ate or side sills have to be renewed... 10

1 center sill, spliced, when other center
sill has to be renewed 6

Sill stiffener or furring strip, bolted, per
section, renewed 1

Sill stiffener or furring strip, nailed, per
section, renewed l'

Stakes, end or side, on gondola cars, ap-
plied, each 1 /■

Stake pocket (wooden car), each, renewed y

Stake pocket, blacksmith labor, repairing. ^

Stake pocket '^" bolt, one, renewed \'.

Stake pocket "U' bolt, blacksmith labor,
repairing

85

$4.80
6.24
9.12

10.56
4.08
1.92

26
32
51
66
19
8

$0.22
6.24
7.68
12.24
15.84
4.56
1.92

1.20

7

1.68

.72

7.68

8.88

10.08

11.28

3
45
63
75
86

.72
10.80
15.12
18.00
20.64

10.32

69

16.56

11.76

82

19.68

11.52

81

19.44

12.96

93

22.32

12.72

92

22.08

14.16

98

23.52

13.92

103

24.72

15.36

3.12

12.96

14.40

16.80

18.24

3.36

6,96

12.00

11.52

109
19
74
86
96

108
17
49
70
68

26.16
4.56
17.76
20.64
23.04
25.92
4.08
11.76
16.80
16.32

12.72

79

18.96

13.92

98

23.52

15.12

115

27.60

15.36

110

26.40

16.56

116

27.84

17.76

122

29.28

18.96

128

30.72

14.16

98

23.52

18.00

118

28.32

15.36

105

25.20

19.20

125

30.00

16.56

111

26.64

20.40

131

31.44

17.76

117

28.08

21.60

137

32.88

15.60

105

25.20

19.44

125

30.00

16.80

111

26.64

18.00

117

28.08

19.20

124

29.76

20.64

132

31.68

21.84

138

33.12

23.04

145

34.80

1.20

S

1.92

2.40

13

3.12

1.44

9

2.16

.24

1

.24

.12

I

i .12

.36
.12
.06
.06

y,

.06

INT

CAR BUILDERS' DICTIONARY

INT

Ordinary Refrigerator
Cars. Cars.

Charge Charge

Hours, for Hours, for
Labor. Labor.

Strap or anclior bolt, oiif, renewed J^ $0.13 ^ $0.12

btrap or anchor bolt, blacksmith labor,

repan-mg i/^ _1. i/^ j2

gtrikmg plate, one renewed 1 .24 1 .24

Striking plate, blacksmith labor, repairing Yz .12 Vz .12

Sub-tlooring, including cleats, when not
associated with sill renewals, per lineal

^ foot 03 .. .03

iank head block, not including casting,

one, renewed ^ . 4 .96

Tank head block casting, one, renewed.. 3 .72 . .

Tank, raised to apply draft bolts, enii.tv

car, per end '. 4 .96

Tank, raised to apply draft bolts, loaded

car, per end 6 1.44

Train pipe, replaced and tightened, when

shifted 1 .24 1 .24

Truck hanger (swing motion truck), re-
newed 3 .12 3 .72

Truck hanger, blacksmith labor, repairing 1 5-2 -36 lYz .36

Truck hanger, two, same end of car

(swing motion truck}, renewed 4 .96 4 .96

Truck hanger pin, separately (swing mo-
tion truck), renewed 2 .43 2 .48

Truck hanger pin, blacksmith labor, re-
pairing y. .12 Vz .12

Truck hanger pin seat, one, renewed 1 .24 1 .24

Truck springs, one or all, in same truck,

replacing 2 .48 2 .48

Truck transom, one, wood, replaced. ... 10 2.40 10 2.40

Truck transom, two, wood, replaced in

same truck 12 2.SS 12 2.88

Truck truss rod, outside, one, renewed.. 1 J-2 .36 1 J< .36

Truck truss rod, center, one, renewed... 10 2.40 10 2.40

Truck truss rod, blacksmith labor, repair-
ing 1 .34 1 .24

Truck truss rod saddle, one, renewed. ... 1 .24 1 .24

Truss rod, body bolster, one, renewed... H> .36 XVz .36

Truss rod, body bolster, blacksmith labor,

repairing 1 .34 1 .24

Trussing car, empty 1 .24 1 .24

Trussing car, loaded \)4^ .42 l->i .42

Truss rod, across end of car, one. renewed 1 .34 1 .24

Trussing truck bolster, empty car....... 1 .34 1 .24

Trussing truck bolster, loaded car 1 '.2 .36 Wz .36

Truss rod turnbuckle, one, renewed 3-^ .18 V^ -18

Turnbuckle lock, one, renewed V4, ,06 \X .06

Weighing and re-stenciiing stock cars, net . . 1.00

Weighing and re-stenceling other cars, net . . .75 - . .75

When necessary to remove load to make
repairs at one end of car (except items

of posts and head center pins) 3 .12 3 .72

REPAIRS OF STEEL OR STEEL PARTS OF COMPOSITE CARS.

All rivets V2 inch diameter or over, 12 cents net per rivet, which
covers removal and replacing of rivets, including removing, fitting,
punching or drilling holes when applying patches or splicing and
replacing damaged parts, not to include straightening.

All rivets ^4 inch diameter and less than Yz inch diameter, 7 cents
net per rivet, which covers removal and replacing of rivets, in-
cluding removing, fitting, punching or drilling holes when applying
patches or- splices and replacing damaged parts, not to include
straightening.

Straightening or repairing parts removed from damaged car, 60 cents
per 100 pounds.

Straightening or repairing parts in place on damaged car; also any
part that requires straightening, repairing or renewing, not in-
cluded on rivet basis, 24 cents per hour.

In making repairs to cars on a rivet basis, the cost of removing
and replacing fixtures not secured by rivets, but necessarily re-
moved in order to repair or renew adjacent defective parts, should
be in addition to the rivet basis; rules covering wood-car repairs
to govern.

Rule lOS. No charge to be made for labor of replacing
or applying M. C. B. knuckles, knuckle locks, knuckle pins,
clevises, clevis pins, lift chains, brake shoes or brake-
shoe keys, or applying side and end doors, except on the
authority of a defect card.

No charge to be made for adjusting brakes, angle
cocks or tightening unions.

Rule 109. When it is necessary to apply an M. C. B.
coupler complete, on account of a broken or missing
knuckle or lock, the usual labor charge for replacing a
coupler can be made.

When one or more carrier iron bolts over six inches
long are replaced, where pocket coupler at same end of
car is removed and replaced, the regular labor charge
should be reduced one hour, except when one or both
draft timbers are replaced.

Rule 110. No additional labor to be charged for:
Applying end sheathing when end plate or end sill

86

under sheathing is renewed or replaced, also side sheath-
ing when side sill or side plate is removed or replaced.

Applying center pins or friction rollers or putting car
on center when center plates or center-plate bolts are
applied at the same end.

Applying dead block or platform plank when end sill
is applied at same end.

Applying coupler when draft timber, one or both, is
applied at the same end.

Applying brake hangers when brake beam is applied.

Applying center plate or center-plate bolts when car is
raised to standard height by adjusting center plates or
body bolster, at same end of car.

Rule IH. The following table shows the labor charges
allowable for air-brake repair work. The letters "R, &
R." mean "removed and replaced."

Cents.

Air hose, R. & R 4

Angle cock, R. & R 8

Angle cock handle, renewed 4

Angle cock, grinding in, R. & R 28

Check valve case, spring gasket, or all, R. & R. . . . 10

DETAILS, Cents.

Disconnecting union 3

Check valve case (2 cap screws) 2

Emergency valve seat 5

Total 10

Cents.

Coupler dummy R. & R, ( 1 lag screw) 1

Cut-out cock R. & R 9

PEi.Mi s. Cents.

1 l)ipe union discoi'rected 3

2 iiipe connections 6

Total 9

Cut-out cock, grinding in, R, & R 30

Cut-out cock handle, renewed 4

CyHnder, R. & R., combined type 30

Cylinder, R. & R., detachable 23

DETAILS. Cents.

Push rod (1 connecting pin) 3

Clamping piston (1 cap screw) 2

Cylinder head, R. & E. (4 nuts, Vi inch, 1 cent

each) 4

Disconnecting cylinder from reservoir (7 nuts, v;

inch, 1 cent each) '. . 7

Reclamping cylinder piston (1 cap screw) 2

Removing cylinder from car (6 nuts, j-g inch, 2

cents each) 12

Total , 30

Cylinder and reservoir, R, & R 41

DETAILS. Cents,

Removing push rod (1 connecting pin) 3

Removing cylinder head (4 nuts, Ja inch, 1 cent

each) 4

Removing cylinder from car (6 nuts, Y^ inch, 2

cents each) \2

Removing reservoir from car (2 nuts, 5,^ inch, 2

cents each) 4

Removing release rods f2 spring cotters) 4

Removing release valve 2

Removing 2 plugs 2

Removing triple (2 nuts, i/i inch, 2 cents each),','.' 4

Disconnecting train pipe union 3

Disconnecting retaining pipe union 3

Total , 41

Cylinder and reservoir, tightened when loose (8
nuts, 1 cent each) g

Cyhnder cleaned, oiled, tested and stenciled, includ-
ing obliterating old stencil marks 38

DETAILS, Cents,

Removing push rod (1 connecting pin) 3

Clamping cylinder piston (1 cap screw) 2

Removing cylinder head (4 nuts, '< inch, 1 cent

each) ' 4

Cleaning, testing and stenciling .' 29

Total 38

Cylinder release springs, R. & R \\

INT

CAR BUILDERS' DICTIONARY

INT

DETAILS. Cents.

Removing push rod (I connecting pin) 3

Clamping cylinder piston (1 cap screw) 2

Removing cylinder head (4 nuts, y^ inch, 1 cent

each) , 4

Reclam])ing cylinder head (1 cap screw) 2

Total 11

Cylinder gasket. R. & R 25

DETAILS. Cents.

Disconnecting triple union 3

Disconnecting retaining pipe union 3

Disconnecting reservoir block (2 nuts, ^i inch, 2

cents each) 4

Disconnecting reservoir from cylinder (7 nuts, J-s

inch, 1 cent each) 7

Removing push rod (connecting pin) 3

Clamping cylinder piston 1

Removing release rod (2 spring cotters) 4

Total 25

Cents.

Emergency check \-alvc, grinding in 10

Emergency valve piston, R. & R 10

DETAILS. Cents.

Disconnecting union 3

Removing check valve case (2 cap screws) 2

Removing emt^rgency valve seat 5

Total 10

Emergency valve seat R. & R. (see E. V. piston).. 10

Emergency vah"e. rubber seat. R. & R 10

DETAILS. Cents.

Disconnecting union 3

Removing check valve case (2 cap screws) 2

Removing riveted pin 4

Removing emergency valve nut 1

Total 10

Cylinder pist<:>n packing, R. & R 13

DETAILS. Cents.

Removing push rod ( 1 connecting pin) 3

Clamping cylinder piston (1 cap screw) 2

Removing cylinder head (4 nuts, ^ inch, 1 cent

each) ■ 4

Removing leather packing ( 4 nuts, yj inch, 1 cent

each) 4

Total 13

Cylinder piston. R. & R 15

DETAILS. Cents.

Removing push rod (1 connecting pin) 3

Clamping cylinder piston (1 cap screw) 2

Removing cylinder head (4 nuts, ;^2 inch, 1 cent

each) 4

Removing leather packing (4 nuts, J-2 inch, 1 cent

each) 4

Reclamping cylinder piston (1 cap screw) 2

Total 15

Cents.

Dirt collector in branch pipe, cleaned, drained and

stenciled 5

Gasket, air hose, coupling, rent-wed 2

Graduating valve, reground. round type. 8-inch or 10-
inch, each 15

Graduating valve, reground flat type, 8-inch or 10-
inch, each 25

Oil plugs, R. & R., each 2

Packing leather expander, renewed (see cylinder pis-
ton.) 7

Pipe, train or branch, R. & R., for each connection

made 3

Push rod, R. & R. ('1 connecting pin) 3

Release valve, renewed 6

tmguish this defect from Hat spots caused by sliding

DETAILS. Cents,

Disconnecting release rod (2 spring cotters) 4

Disconnecting release valve 2

Total 6

Release valve, removed, repaired and replaced (R. &

R. 4 cents) 9

Release valve rod, removed, repaired and replaced.. 3

DETAILS. Cents.

1 spring cotter 2

Removing staple 1

Total 3

Reservoir, R. & R 29

DETAILS. Cents.

Removing from car (2 nuts. Sg inch, 2 cents each) . . 4
Disconnecting fi-om cylinder (7 nuts, J.-'j inch, 1 cent

each) 7

Removing release rods (2 spring cotters) 4

Removing release valve 2

Removing 2 plugs 2

Removing triple valve (2 nuts, 5'{i inch, 2 cents

each) 4

Disconnecting unions 3

Disconnecting union, retaining pipe 3

Total 29

Cents,

Removing cylinder cap (3 nuts, Vl-inch, 1 cent each) 3

Removing slide valve (3 nuts, ^l.-inch, I cent each). 3

Retaining valve, repaired 25

DETAILS. Cents.

Retaining valve handle, R. & R 2

Retaining valve case, R. & R 1

Retaining valve, ground in 5

Retaining valve, cock key, ground in 15

Retaining valve, cock key and springs, R. & R 2

Total 25

Retaining" valve, R. & R. (2 lag screws, 2 cents, valve

3 cents ) 5

Slide valve, removed, ground in and replaced 33

Slide valve spring, R. & R 6

DETAILS. Cents.

Cylinder cap (3 cap screws) 2

Removing riveted pin 4

Total 6

Cents.

Slide valve spring, R. & R., removing riveted pin.... 4

Strainer, renewed (disconnecting union) 3

Triple cylinder bushing, reground or rehtted $1.12

Triple cylinder cap. R. & R. (3 nuts, ^-inch, 1 cent

each) 3

Triple cylinder cap gasket, renewed. 3 nuts. ^S-inch, 1

cent each, gasket, 2 cents 5

Triple piston packing ring, renewed 22

Triple valve removed, cleaned, oiled, tested and sten-
ciled 45

DETAILS. Cents.

Train pipe union, disconnected 3

Retaining pipe union, disconnected 3

Removing triple (2 nuts, ^^ inch, 2 cents each) ... 4

Check valve case (2 cap screws) 2

Emergency valve seats 5

Cylinder cap (3 bolts) 3

Cleaning, testing and stenciling 25

Total 45

Triple valve gasket, renewed 10

Note. — Not to be allowed when triple valve is oiled, cleaned or
removed for other rejiairs.

DETAILS. Cents.

Disconnecting branch pipe union 3

Disconnecting retaining pipe union 3

Removing triple (2 nuts, 5^i inch, 2 cents each) .... 4

Total 10

Uniftn. disconnected and connected 3

The following basic unit? were used in determining the
details of prices g!\-en aliijvc. These units are not to be
used in rendering bills, but may be used in the deter-
minatirm of c<jst '.>f other coml.)inations of air-brake repairs
not abo\e mentioned.

DETAILS. Cents.

Cap screws or bolts. R. & R.. ] or more 2

CyliTider cleaning, testing and stenciling 29

Emergency valve seat, R. & R 5

Graduating stem nut, R. & R 2

Lag or wood screws, R. & R., each 1

Nuts tightened when loose, each 1

Nuts, Yi inch or less, R. & R., 1 or 2 on same bolt. 1
Nuts, 5/g inch or over, R. & R., 1 or 3 on same bolt. 2

Pins connecting R. & R. (including split key) 3

Pins riveted, R. & R.. each 4

Plugs, oil, R. & R., each 1

Spring cotters, R. & R., each 2

Staples, R. & R., each 1

Testing air (after repairs) 5

■ Threads on pipe, cutting, per couiiling 5

Train or branch pipe, disconnected and connected,

or only connected, each connection 3

Triple valve, cleaning, testing and stenciling 25

Unions disconnected and connected 3

87

INT

CAR BUILDERS' DICTIONARY

INT

SETTLEilENT FOR CaES.

Rule 112. The company on whose line the bodies or
trucks are destroyed shall report the fact to the owner
immediately after their destruction, and shall have its op-
tion whether to rebuild or settle for the same.

Rule 113. For the mutual advantage of railway com-
panies interested, the settlement for a car owned or con-
trolled by a railway company, when damaged or destroyed
upon a private track, shall be assumed by the railway com-
pany delivering the car upon such tracks.

Rule 114. If the company on whose line the car is de-
stroyed elects to rebuild either body or trucks, or both,
the original plan of construction must be followed, and the
original kind and quality of materials used. In such cases
no allowance shall be made for betterments.

Rule 115. If only the body of a car is destroyed, and
the company destroying it elects to return the trucks, they
shall be put in good order, or accompanied by a defect
card, covering all defects or improper repairs made by
them for which owners are not responsible, and forwarded,
within 60 days, free of freight or other charges, to the
designated point on the line of the company owning or
operating the car, and the number, line and class of car
destroyed shall be stenciled or painted on each truck so
returned.

Except in cases of trucks of 50,000 pounds capacity or
less, when the railroad company destroying the body of
car may elect to retain the trucks and settle for them at
their scrap value, except that such of the wheels, axles or
all metal brake beams as are good for further service must
be credited at their secondhand value under the M. C. B.
rules. This paragraph will not apply to trucks belonging
to individual ownership.

The underframes of damaged steel and steel under-
frame cars, when intact and in serviceable condition, may
be forwarded to the owner on defect card.

Rule 116. The settlement price of new eight-wheel cars
shall be as follows, with an addition of $27.50 for each
car equipped with 8-inch air-brake equipment and $35 for
10-inch air-brake equipment. The road destroying a car
with air brakes may elect to return the air-brake apparatus,
including such attachments as are usually furnished by the
air-brake manufacturer, complete and in good condition :

Bodies of 8-Wheel Cars.
IVood.

Box, 40 feet long or over $440.00

Box, 36 feet long or over, but under 40 feet 385.00

Box, 34 feet long or over, but under 36 feet 360.00

Box, 32 feet long or over, but under 34 feet 330.00

Box, under 32 feet long 265.00

Box, ventilated, 40 feet long or over 470.00

Box, ventilated, 36 feet long, but under 40 feet 415.00

Box, ventilated, 34 feet long, but under 36 feet 385.00

Flat, plain, 40 feet long or over 200.00

Flat, plain, 32 feet long or over, but under 40 feet 155.00

Flat, plain, under 32 feet long 110.00

Gondola, drop-bottom, 40 tons capacity or over 330.00

Gondola, drop-bottom, 30 tons capacity or over, but under

40 tons 300.00

Gondola, drop-bottom, 25 tons capacity or over, but under

30 tons 275.00

Gondola, drop-bottom, 20 tons capacity or under 200.00

Gondola, hopper-bottom, 50 tons capacity 440.00

Gondola, hopper-bottom, 40 tons capacity or over, but under

SO tons 360.00

Gondola, hopper-bottom, 30 tons capacity or over, but under

40 tons 330.00

Gondola, hopper-bottom, 25 tons capacity or over, but under

30 tons 290.00

Gondola, hopper-bottom, 20 tons capacity or less 220.00

Gondola, plain, 50 tons capacity and over 350.00

Gondola, plain, 40 tons capacity, but under 50 tons 300.00

Gondola, plain, 30 tons capacity, but under 40 tons 275.00

Gondola, plain, 25 tons capacity, but under 30 tons 250.00

Gondola, plain, under 25 tons 140.00

Stock, 34 feet long or over 330.00

Stock, 32 feet long or over, but under 34 feet 300.00

Stock, under 32 feet long 265.00

The lengths of cars above mentioned refer to the lengths
over the end sills.

In the case of double-deck stock cars, $25.00 may be
added to the prices given above for stock cars.

Where the capacity of any car other than a gondola is
60,000 pounds or over 10 per cent should be added to the
above prices for the car bodies.

When cars of 60,000 pounds capacity or over, and so
stenciled, have trucks with journals 4 inches or over in
diameter when new, $40 per car shall be added to the fig-
ure as given above for the values of car bodies, when
equipped with metal body bolsters.

When cars are equipped with metal center sills, the fol-
lowing prices shall be added to the values of bodies for
cost of such metal sills :

10 inches or less $ 60.00

Over 10 inches 80.00

When a car is equipped with two metal draft members

not less than 7 inches in depth continuous from end to end

of car, in combination with metal needle beams, $40.00

shall be added to the value of the body of the car for the

cost of such metal draft members.

Steel.

Box, wooden body, metal underframe, 50 tons capacity, 38

feet 6 inches or over, over end sills $825.00

Box, wooden body, metal underframe, less than 50 tons

capacity, 36 feet long or over _ 740.00

Flat, wooden floor, metal underframe, 30 tons capacity, 34

feet long or over _. 500.00

Flat, wooden floor, metal underframe, SO tons capacity, 40

feet over end sills 770.00

Flat, wooden floor, metal underframe, 40 tons capacity, 40

feet over end sills 590.00

Flat, wooden floor, metal underframe, 40 tons or over, but

under 50 tons, 34 feet long over end sills, but under

40 feet 510.00

Gondola, all metal, twin-drop bottom, 40 tons capacity, but

less than 50 tons capacity, 36 feet, but under 40 feet.. 790.00
Gondola, all metal, hopper-bottom, 50 tons capacity, 33 feet

over end sills 825.00

Gondola, all metal, drop-bottom, 50 tons capacity, 40 feet

over end sills 815.00

Gondola, all metal, plain, 50 tons capacity, 40 feet over

end sills 790.00

Gondola, wooden body, metal underframe, flat-bottom, 40

feet over end sills 790.00

Gondola, wooden body, metal underframe, hopper-bottom,

32 feet over end sills, but under 40 feet 650.00

Stock, wooden body, metal underframe, less than 50 tons

capacity, 36 feet long or over 715.00

Trucks.

50,000 pounds capacity and less with metal transoms and

wooden bolster, per pair $215.00

60,000 pounds capacity or under, with wooden bolster, per

pair 215.00

50,000 pounds capacity, all metal trucks, per pair 225.00

60,000 pounds capacity, but under 80,000 pounds, all metal,

per pair 315.00

70,000 pounds capacity, but under 80,000 pounds, with

wooden bolster, per pair 215.00

80,000 pounds capacity, but under 100,000 pounds, all metal,

per pair 400.00

100,000 pounds capacity, or over, all metal, per pair 425.00

Prices include brake beams, complete, truck levers, dead-
lever guides and bottom-connection rods.

For trucks with steel or steel-tired wheels an additional
allowance of $112 per car shall be made.

All trucks in service of 60,000 pounds capacity or over,
which consist entirely of metal, with the exception of the
spring plank, shall be known hereafter as all-metal trucks.

Rule 117. In the case of wooden car bodies the depreci-
ation due to age shall be figured at 6 per cent per annum
upon the yearly depreciated value of such car bodies.

In the case of all-steel car bodies the depreciation shall
be figured at S per cent per annum.

In the case of car bodies with steel underframes the
depreciation shall be figured at S'/i percent per annum,
with the exception of steel underframe flat cars having
wooden floors, which shall be figured at 5 per cent per
annum.

The depreciation on the tanks of tank cars for handling
non-corrosive substances shall be 4 per cent per annum ;
for tanks of tank cars handling corrosive substances the
depreciation shall be 5 per cent per annum.

The depreciation on trucks other than all-metal shall be
figured at 6 per cent per annum.

The depreciation on all-metal trucks shall be figured at
5 per cent per annum.

88

INT

CAR BUILDERS' DICTIONARY

INT

Allowances for depreciation shall in no case exceed 60
per cent of the value new.

The amounts $27.50 and $35.00 for air brakes shall not
be subject to any depreciation.

Rule 118. The bodies of refrigerator cars, stock cars
permanently fitted for all shipments, and other freight cars,
designed for special purposes, not referred to above, shall
be settled for at the present cost price, as may be agreed
to by the parties in interest, less the deduction for depre-
ciation due to age, which shall be on the satne basis as
for regular freight equipment.

In the case of cars equipped with racks for carrying
coke and for other such purposes, and also stock cars other
than those permanently fitted for stall shipments with feed-
ing and watering attachments, the actual cost of these
equipments shall be added to the standard settlement price
for such cars.

Rule 119. The company on whose line the body or
trucks of a car are seriously damaged, but not destroyed,
may notify the owner and ask an appraisement on the
damage done to the car as a basis for the disposal of the
damaged car.

Sending Home Worn out and Damaged Cars,
Rule 120, A car unsafe to load on account of general
wornout condition, due to age or decay, shall be reported
to its owner, who must be advised of all existing defects.
If the owner elects to have it sent home, he shall furnish
two home cards, noting upon them existing defects and the
route over which the car is to be returned to its owner.

Such cards shall be attached to each side of the body of
the car, and of the form shown herewith. They shall be

FROM

, R.

R.

• • • •

TO

VIA

R.

:;::::;;;;;;;;::::::::::::::::.:::::::::: 1

Car No

To be shopped

for'."

. . . Initials .

1

(Head of Car D

apartment. )

3K by 8 inches,

printed on both sides, and shall be filled in on both sides
with ink or black indelible pencil.

Rule 121, A car which is safe to run, but unsafe to load
on account of serious damage caused by wreck or accident,
shall be reported to the owners for appraisement and dis-
position, and disposed of as provided in Rule 120, if the
owner So elects.

Furnishing Materials,

Rule 122, Companies shall promptly furnish to each
other, upon requisition and forward, freight charges col-
lect from point of shipment, materials for repairs of their
cars on foreign lines. If the material is for repairs of car
owner's defects, the foreign company may bill car owner
for the entire freight charges, and in such case the car
owner may reclaim freight charges for that portion of the
movement over its own line. If the material is for repairs
of user's defects, the foreign line may reclaim only for that
portion of the movement over its line.

The company repairing the car shall provide from its
own stock the following :

Lumber, forgings, hardware stock, paint, hairfelt, piping,
air-brake material and all M. C. B, Standard material.

Requisitions for such material shall specify that same
is for repairs of cars, giving car number and initial of such
car, together with pattern number or other data, to enable
correct filing of requisition.

Settlement of Disputes,

Rule 123, In order to settle disputes arising under the
rules, and to facilitate the revision of the rules at the
annual conventions of the Association, an Arbitration
Committee of five representative members shall be ap-
pointed annually by the Executive Committee; three mem-
bers of this committee to constitute a quorum.

In case of any dispute or question arising under the
rules between the subscribers to said rules, the same may
be submitted to this committee, through the Secretary, to
receive consideration by the Arbitration Committee,

The abstract should set forth :

1, An agreed statement of facts,

2, Argument of plaintiff,

3, Argument of defendant.

The abstract should consist of not more than three type-
written pages, letter size, single space, and should be signed
by both parties to the dispute.

Should one of the parties refuse or fail to furnish the
necessary information, the committee shall use its judgment
as to whether, with the information furnished, it can prop-
erly give its opinion. The decisions of the committee shall
be final and binding upon the parties concerned. This
committee shall report its decisions to the Association, and
its report shall be incorporated in the annual report of
proceedings of the Association.

Revision of this Code of Rules.

Rule 124. The Arbitration Committee shall ask for sug-
gestions of changes, amendments and additions to these
rules prior to each annual convention, which it shall con-
sider, and it shall report its recommendations to the suc-
ceeding annual convention.

Rule 125. In the revision of these rules by the Associa-
tion, a two-thirds vote shall be necessary for adoption.

Rule 126. Voting powers shall be the same as prescribed
in the Constitution of the Master Car Builders' Association
on matters pertaining to the adoption of standards and
the expenditure of money.

Rule 127. This Code of Rules shall be introduced for
the discussion and revision at one session of the Master
Car Builders' Association convention each year.

Conditions of Acceptance of this Code.

Rule 128. Any car owner or railway company may be-
come a party to this Code of Rules by giving notice through
one of its general officers to the Secretary of the Master
Car Builders' Association.

Railroad companies becoming subscribers to this Code of
Rules must have a representative member in the Master
Car Builders' Association.

Rule 129, y\ny car owner or railway company that is
a party to this Code of Rules shall be bound by same
through its successive revisions, until one of its general
officers files with the Secretary of the Master Car Builders'
Association its notification of withdrawal.

Rule 130. Acceptance or rejection of this Code of Rules
must be as a whole, and no exception to an individual rule
or rules shall be vaUd.

Passenger Equipment.

1. Each Railway Company shall give to foreign cars,
while on its line, tlie same care as to oiling, packing, in-
spection and adjusting brakes that it gives its own cars,
except in case of cars on which work is done under special

89

INT

CAR BUILDERS' DICTIONARY

agreement existing between the company owning the cars
and the road operating the same.

2. The expenses of maintenance of passenger equip-
ment operated in interchange or line service shall be divided
into three classes, namely :

(a) Owner's defects.

(b) Delivering Company's defects.

(c) Line expenses proratable against the roads com-
prising the lines on a mileage basis.

3. (a) Owner's defects are those due to ordinary wear
and tear.

(b) Delivering company's defects are those due to un-
fair usage, derailment or accident. Delivering company
is solely responsible to car owners for any improper re-
pairs made by it.

(c) Line expenses shall consist of the expense of ter-
minal cleaning, icing, lubrication (oil, waste, tallow and
labor) :

Oil lighting (oil, chimneys, wicks, burners, shades).

Gas lighting (gas, mantles, tips, domes, globes, bulbs,
bowls).

Electric lighting (fuses, incandescent bulbs, charging
current, shades and belts).

Heating (terminal heating and coal furnished for in-
dividual car heaters en route).

Candles and broken glass.

4. The railway making the repairs for the defects not
proratable against the line is privileged to bill the car
owner for these repairs, vmless there is evidence to indicate
that the damage was occasioned by unfair handling on the
part of the delivering company.

5. Liformation as to mileage made by cars must be
furnished promptly on request of owners by railways over
which cars are run.

6. Only one journal bearing per journal may be charged
per trip.

7. Xo labor charge shall be made for applying brake
shoes, incandescent bulbs, journal bearings, hose (air,
steam or signal), mantles, tips, or for icing, filling lamps,
charging batteries, gasing tanks or coaling cars,

8. No credit to be allowed for burned-out incandescent
bulbs, burned-out fuses or scrap brake shoes removed.

Note. — Steel back brake shoes not to be removed if over
one-half ('<) inch thick; gray iron shoes not to be re-
moved if over three-quarters (^) inch thick.

9. Loss of metal from tires of steel-tired wheels, caused
by flat sliding, is chargeable to the company on whose road
the damage occurs.

Note, — Loss of ser\'ice metal from steel-tired wheels as
a result of sliding to be measured from point where slide
begins. One-sixteenth (1/16) inch of metal to be allowed
for flat spots under two and one-half (2i/<) inches long
and one-eightli (Js) inch of metal to be allowed for fiat
spots two and one-half (21-2) to three and one-half (3':<)
inches in length, both inclusive.

10. (a) Axles broken under fair usage or having jour-
nals one-half (yi) inch or more under the standard for
car (except for three and three-quarters by seven (3-34 by
7) inches wdiich will be condemned at three and one-half
(Syi) inches may be renewed at the expense of the car
owner. Size of journal should be stenciled on truck,

(b) Cut journals, axles bent or broken or rendered un-
safe by unfair usage, derailment or accident, shall be re-
newed at the expense of the railway on whose line the
damage occurs.

(c) Where necessary to true up axles in cases of cut
journals, where the journal is reduced below the limit as
prescribed in Rule 10-a, axle must be changed at the ex-
pense of company cutting journal. ,

11. (a) Charge for terminal car heating to be 25 cents
per day of 24 hours or less.

(b) Cars lying at stations for over forty-eight hours,
expense of heating to be borne by railway in whose pos-
session cars may be.

12. (a) Brakes must be in perfect working order.
Cylinders, triple valves and slack adjusters must have been
cleaned and oiled within six (6) months, and in case of
cars equipped with high-speed brakes, triple and high-speed
valves must be cleaned every three (3) months and date of
last cleaning and oiling stenciled on brake cylinder and
triple valve with white paint.

(b) The adjustment of piston travel based on not less
than seventy (70) pounds initial pressure must not be less
than five (5) inches nor more than eight (8) inches.

On electrically lighted cars equipped with storage bat-

4->l0TLCfiST|IAN|^.

FIG. 1.-

X^M/v///////////'////////////,7M/>//yX
-STEEL TIRE. RETAINING RING FASTENING.

teries or axle device, furnished to foreign roads, where
no agreement is made, a charge of 75 cents per day shall
be made for the use of electrical equipment.

Defects in Wheels — Owners Responsible.

(a) Loose wheels.
Variation from gage.

Wheels — Cast Iron.
(a) Shelled out; wheels with defective treads on
account of pieces shelling out ; if the spots are over one
(1) inch or so numerous as to endanger the safety of
the wheel.

(b) Tread worn hollow; if tread is worn hollow Vi
inch or over.

(c) Worn flanges; flanges having flat vertical sur-

13.

(b)

14.

FIG. I. — STEEL TIRE, SHRINKAGE FASTENING ONLY.

faces extending % inch or more from tread, or, flanges
1 inch thick or less, gaged at a point 3-g inch above tread.

(d) Gage: for condemning worn flanges of cast-iron
wheels under passenger cars to be the same as is used for
condemning worn flanges of cast-iron wheels under freight
cars of 80,000 pounds capacity or over.

(e) Burst; if wheel is cracked from wheel fit out-
ward by pressure from axle.

(f) Flange, rim, tread, plate brackets or any other
part of wheel, either cracked, chipped or broken under
fair usage.

Wheels — Steel Tired.
IS. (a) Loose, broken or cracked hubs, plates, bolts,
retaining ring or tire, occurring under fair usage.

(b) Worn flange or tire; with flange 15/16 inch thick

90

INT

CAR BUILDERS' DICTIONARY

INT

or less, or having flat vertical spot extending 1 inch or
more from tread, or with tire thinner than shown in Figs.
1, 2, 3 and 4.

(c) Gage for condemning worn flanges of steel and
steel-tired wheels under passenger cars to be the same as
is used for condemning worn flanges of steel and steel-
tired wheels under freight cars. '

Delivering Company Responsible.

16. Flat spots; if flat spots, caused by sliding, ex-
ceed one inch in length.

17. (a) If a car not in line service is transferred from
one railroad to another, the receiving road shall issue gas

' MEAt.<JRt>gft >-lNE

m^/////////////////////////////k///////^^^^^ 1

FIG. 3. — STEEL TIRE, RETAINING RING FASTENING,

certificate authorizing the delivering road to bill against
it for the number of atmospheres of gas and number of
holders at the time car was received.

(Name of Road.)
GAS CERTIFICATE.

Car Number Initial

Number cf Atmc spheres

Number of Holders

Size of Holders

Station 19. . .

Inspector,

(b) Cars not in line ser\-ice in inLCrch'inge requiring

holders to be filled, the receiving road shall be charged for
the quantity of gas supplied.

(c) For cars stored in shops for repairs the company

t-Hot 1.(83 THAM^

FIG. 4. — STEEL WHEEL.

having car in its possession shall be responsible to the de-
livering company for the gas in holders. This will apply
to sleeping-car companies when cars are in their pos-
session and out of service.

(d) Private or other cars, except regular line cars,
when offered in interchange equipped with steam hose
couplings that will not couple with the standard on the re-
ceiving line must be changed by receiving company; the
hose removed to accompany car and be reapplied when car
leaves the line.

18. The depreciation of all passenger equipment cars
due to age shall be figured at 3 per cent per annum upon

the yearly depreciated value of same, to continue not to
exceed 50 per cent of its original value. The above method
of depreciation applies equally to either bodies or trucks
of such cars. No depreciation shall be allowed on the
value of air brakes.

19. This code of rules is to apply to all equipment
interchanged in passenger trains

20. Bills for line charges shall be made and ren-
dered monthly and prices for materials and labor shall be
in accordance with accompanying schedule.

21. Air-brake hose applied must be made in accordance
with specifications for M. C. B. standard l-^-inch hose,
and so labeled.

22. This Code of Rules shall take effect September 1,
1912.

LIST OF PRICES F<.)R M.MNTENANCE OF PASSENGER

E f _» n J r M 1-: n t in i n t e r c i-i a n g e .

Ne

Axle, 40,000 lbs $11.50

Axle, 60,000 lbs 14.00

Axle, 80,000 lbs 17.75

Material.

Air-brake hose, iM. C. R. Standard, 1 -Vg", com-
plete with fittings, applied to car

Air-brake or signal hose, credit for fittings

Air-signal hose, 1", complete with fittings, ap-
plied to car

Backs of seats, and cushions of passenger cars,
either vestibule or rommon, removing and
beating, per car

Bell or signal cord and couplings, per car....

Bolts, nuts and forgings, per lb

Bowls, gas

Brake shoes, Diamond S, applied, each no
credit for scrap

Bulbs, gas

Burners, dual wicks, each

Burners, round wick, each

Candles, per lb

Carpets, seats, draperies, etc., parlor ard sleep-
ing cars, removing and beating, per car....

Chain, per lb

Chimneys, dual wick, each

Chimneys, round wick, each

Cleaning baggage cars, each

Cleaning common pa^^senger ard combination
cars, each

Cleaning mail cars, each

Cleaning parlor and sleeping cars, exclusive of
bedding, per car

Cleaning vestibuled pa.=senger and combination
cars, each

Coal (including labor), I'er ton

Cushions and backs of hc:its of [jassenger cars,
vestibule or common, reinovirg and beating,
per car

Domes, gas, each

Draperies, seats, carpets, etc., parlor ard sleep-
ing cars, removing and beating, per car...

Electric current for charging batteries

Electric lighting material, incandescent bulbs,
fuses, etc

Elm lumber, per foot

Forgings, bolts and nuts, per lb

Fuses

Gas bowls

Gas bulbs

Gas mantels

Gas, Pintsch, per receiver

Gas tips

Glass, per light

Glass, setting, per light

Globes, gas

Hickory, lumber, per ft

Hose, air brake or signal, complete with fittings,
applied to car, each:

1" signal hose, applied

\yi" M. C. B. Standard hose, ariplied...

Hose, air brake or signal, credit for fittings....

Hose, 1 5-^", straight port, steam, complete with
fittings, applied to ear

Hose, as above, 1 ?>2"

Hose, as above, 1" _.

Hose, as above, \Y^" and l?^", credit for fittings

Hose, as above, 1", credit for fittings

Ice ( including labor), per cwt

Incandescent bulbs

Iron, cast, per lb

Iron, malleable, per lb

Journal bearings, brass or bronze, lined or nn-
lined, per. lb., applied

Journal bearings, cast steel or malleable iron
back, credit for scrap, per lb

Journal bearings, filled brass or bronze shell, rier
lb., applied

Secoxd- Scrap.

$ 6.25

7.75

10.00

$4.25
5.25
6.50

Charge. Credit.
$2.00

Journal bearings. Weights to be charged and
credited as follows:

7" long and over, but not 8" long

8" long and over, but not 9" long

9" long and over, but not 10" long

10" long and over

1.75

$0.80

.75

.03

.00 3/

At cost.

.50

At cost.

.30

.50

.15

1.00

.05

.01

.06

.11

.50

.70

1.00

1.75

1.00

6.00

.65

.50

1.00

At cost.

At cost.

.04

.03

.00 3^

At cost.

At cost.

At cost.

At cost.

.85

At cost.

At cost.

.30

At cost.

.04

1.75

2.00

.80

6.50

6.50

5.00

5.25

4.00

.30

At cost.

.02

.006

.04

.00;

.18

.13

.02

.14

.10

Lhs.

Lbs.

10

6

13

X

20

13

25

15

91

INT

CAR BUILDERS* DICTIONARY

,^U

Lbs. Lbs.

Labor, changing wheels, per pair $2.00 ....

Labor, on lubrication, per hour .24 ....

Labor, on repairs, per hour .30 ....

Loss of metal from steel or steel-tired wheels,

per 1-16" 1.50

Lumber (oak, pine, hickory, poplar and elm),

per ft .04

Mantels, gas At cost

Nuts, bolts and forgings, per lb .03 .00^

Oak lumber, per ft .04 ....

Oil, Galena, car, per gallon .22 ....

Oil, Galena, coach, per gallon .35 ....

Oil> illuminating, American roads, per gal .11 ....

Oil, illuminating, Canadian roads, per gal .16 ....

Pine lumber, per ft .04 ....

Poplar lumber, per ft .04 ....

Removing, turning and replacing same, pair

steel-tired whe^'els 5.00 ....

Seat backs and cushions of jiassenger cars,
either vestibule or common, removing and

beating, per car ,65 ....

Seats, carpets, draperies, etc., parlor and sleep-
ing cars, removing and beating, per car... 1.00 ....

Shades, Acme lamp, each .45 ....

Shades, common lamp, each .25 ....

Signal or bell cord and coupling, per car .75 ....

Steam hose, 1^", straight port, complete with

fittings, applied to car 6.50 ....

Steam hose, 1^", straight port, complete with

ftttings, applied to car 6.50 ....

Steam hose, 1", straight port, complete with

fittings applied to car 5.00 ....

Steam hose, 1 5'^ or ll-i'^ credit for fittings.... .... 5.25

Steam hose, 1", credit for fittings .... 4.00

Steel castings, per lb .05 .00^

Steel, spring (not springs), per lb .05 .00^4

Taking out and beating cushions and liacks of
seats of passenger cars, either vestibule or

common, per car .65 ....

(Note. — No additional charge for clean-
ing trucks of parlor or sleeping cars.)

Taking out carpets, seats, draperies, etc.. from
parlor and sleeping cars and beating them,

per car 1.00 ....

Tallow, per lb .06 ....

Turning steel-tired wheels, per pair 1.50 ....

Waste, woolen, per lb .12J-2 ....

Waste, cotton, per lb .06 ....

Wicks, dual, each .OOJ^ ....

Wicks, round, each .02 ....

Material. New. Second- Scrap.

HAND.

Wheels, cast, 36" $10.50 $7.75 $5.25

Wheels, cast, 33" 9.00 7.00 4.75

Material. Charge. Credit.

Wheels, labor changing, per pair $2.00 ....

Wheels, solid steel or steel-tired, new or re-tired At cost. ....

Wheels, steel or steel-tired, loss of metal from,

per 1-16" $1.50

Wheels, steel-tired, removing, turning and re-
placing same, per pair 5.00 ....

Wheels, steel-tired, turning, per pair 1.50 ....

Note. — Cost price to be charged for material not in list above.

Interior Finish or Inside Finish (Passenger Cars).
Figs. 1443-1455. A term used to designate the fine
wood or metal paneling and sheathing used on the
walls, to distinguish it from the outside sheathing.

Intermediate Cross Tie. A timber sometimes framed
across the longitudinal sills of wooden cars about half
way between the cross tie timbers and the body
bolster.

Intermediate Floor (Passenger Cars). A floor consist-
ing of boards placed between the sills and between
the deafening ceiling, or under floor, and the upper
or main floor. Its purpose is to exclude noise and
cold.

Intermediate Lining (Refrigerator Car). See Blind
Lining.

Intermediate Sill. 3 and 3a, Figs. 285-288; 3, Figs. 368,
374, 37S, 383, 423-425. The main longitudinal mem-
bers of the underframe between the side sills and the
center sills.

Internal Cylindrical Gage. A very accurately made
solid steel cylinder, used as a standard of measure-
ment of cylindrical holes.

Internal Screw Gage. A solid steel cylinder with a
screw thread on it, for testing the diameter of female
screws.

Inverted Arch Bar. A bottom arch bar.

Inverted Body Queen Post. A post in the side of a

92

car body which supports the inverted body truss rod
or overhang truss rod. See Queen Post.

Inverted Body Truss Rod. A truss rod used as a Hog
Chain.

Jack. Figs. 2626-43. A machine for raising heavy
weights, as a car. It commonly consists of one or
more screws, turned by a lever and working in a
case, which rests upon the floor or ground, as shown
in the illustrations. See Screw Jack, Ratchet Jack.
Jacks take various names from their forms, sizes
and shapes, and are designated as bell base, broad
base, claw, low, ball-bearing, etc., and also from the
uses for which they are designed, as journal box
jacks, traversing jacks, track jacks, etc. See Hy-
draulic Jack.

(Storage Rattery.) Fig. 2360. A device used for
breaking contacts when disconnecting cells.

Jack Arms (Steam Shovel). Heavy beams with jack •
screws at the ends which are put out on each side
of the shovel at the forward bolster and supported
on blocking. They prevent the car body from over-
turning due to the reaction of the dipper when digging.

Jack Screw (Pile Driver and Steam Shovel). A jack
screw working on a jack screw pin or jack arms
attached to the body, for relieving the springs of
the cars from action and making the platform a
rigid body. Tongs or crabs attached to the track
are used to prevent the car body from rising when
on the jack screws. Another device for this same
purpose is a bolster jack screw.

Jacket for Steam Heating. Figs. 2032-34. The illus-
trations show in detail the construction of the sin-
gle jacket and double jackets. The inner or the
water circulation pipes are of brass or copper, and
therefore most efficient conductors of heat. Leakage
of steam from the steam spaces past the water pipes
is prevented by the packed glands.
Jacking Plate. Fig. 489. A plate commonly applied
to a steel side sill to protect it from damage when
the car is being raised on jacks.

Jamb (of a Door). The door post on each side of the
door proper.

Jaw Bolt. A bolt with a forked end.

Jib (of a Derrick or Crane). Jilore properly Boom.

Joint Bolt. A bolt used for fastening two timbers when
the end of one joins the side of another. The lug
bolt is another form for the same purpose.

Journal. The part of an axle or shaft on which the
journal bearing rests.

Journal Bearing. Figs. 999-1003, 1021. A block of metal,
usually some kind of brass or bronze, in contact
with a journal, on which the load rests. In car
construction the term when unqualified means a car
axle journal bearing. A standard shape has been
adopted by the Master Car Builders' Association, but
its composition is not specified. A lead-lined jour-
nal bearing is one coated on the inside with a thin
sheet of lead to make it self-fitting on the journal.
Babbitt metal in some of its many forms is used for
car journal bearings occasionally, and almost uni-
versally for the bearings of machinery. In order that
the journal bearing may be more easily removable,
and to distribute the load more equally, a journal
bearing key, or wedge, is used to hold the bearing
in place.

JOU

CAR BUILDERS' DICTIONARY

JOU

Roller bearings have been used to some extent on

light cars. Figs. 1022-1024.
Journal Bearing Key. See Journal Box Wedge.
Journal Bearing and Wedge Gages (M. C. B. Standard).

Fig. 2691. JouRN.\LS, 3-H by 7, 4;-4 b\' 8, 5 by "^

and Sj4 by 10 inches.

In 1900 gages for journal bearings and wedges for

journals 5 by 9 inches and 5' 2 by 10 inches were

adopted as standard.
In 1903 gages for journal bearings and wedges for

journals 334 by 7 inches and 4'.4 by 8 inches were

advanced from recommended practice to standard.
Journal Box. 165, Figs. 285-288; 3, Figs. 947, 966; Figs.

980-1025. A metal box or case wdiich incloses the

journal of a car axle, the journal bearing and key,

and wdiich holds the packing for lubricating the

journal. Also called an axle liox, car box, grease

box, housing box, oil box, and pedestal bo.x. British,

usually axle box.
Journal Box Bolts. The bolts on either side of the

journal box wdiich secure it between the arch bars

and the pedestal tic bar.
See Arch B.vrs, ColuiMn .\Nrj Juurn.\l Box Bolts.

(M. C. E. Standard.)
Journal Box Cover. See Joi'rx'.\l Box I.,id.
Journal Box Cover Bolt. A bolt used to fasten covers

which have no hinge, to the box.
Journal Boxes and Details (M. C. B. Standard). Figs.
2675-90.

For Journals 3.)4 by 7 Inches.

The journal box and details as show-n in these draw-
ings were adopted as standards of the Association, by
letter ballot, in 1893, and revised in 1894 and 1896.

The revision made in 1894 consisted in correcting the
drawing at the top of the journal box, and in leaving off
the lugs at sides of arch bars. Also in changing the
wedge and bearing so as to make the latter flat on top
instead of curved, as theretofore, and in cur\ing the top
of the wedge, thus making this construction similar in
general arrangement to the standard forms for the 4^;J
by 8-inch journal box.

The revision made in 1896 consisted in the elimina-
tion of the dust guard and the addition of notes provid-
ing that any suitable dust guard might be used, and that
a rivet or nut might be used instead of the cotter, if pre-
ferred, in the hinge pin of the lid. Also in the addition
to the drawing of a similar note to the latter, and of
notes concerning the lid spring and the wedge. At the
same time the side lugs on the brass were increased so
as to measure \% inches long, instead of 1 inch long, as
they were formerly.

Additional notes were made on the drawings in 1898.

In 1899 the size of bolt hole was increased from 1
inch to 1 1-16 inches.

In 1905 the addition of a rib }i inch deep on the back
face of the lid immediately within the inside of the oil
box was adopted.

In 1908 a dimension of 3-16 inch was shown, it being
the distance from the center line of bolt hole to inside
bearing face of lid.

For Journals 4% by 8 Inches.

The journal box and details as shown in these draw-
ings were adopted as standards of the Association, by
letter ballot, in 1893, and revised in 1896.

The revision of the drawings made in 1896 consisted
in the elimination of the dust guard therefrom : also in
removing the arch bar seat lugs and making the arch

bar scat A'/i inches wide. x\lso in the addition of notes
providing that any suitable dust guard might be used,
and that a rivet or nut might be used instead of a cot-
ter, if preferred, in the hinge pin of the lid. Also in the
addition of a similar ndte to the latter, and of notes
concerning the lid sijring and the wedge. At the same
lime the side lugs on the brass were increased so as to
measure lH inches long instead of f^ inch long, as they
were formerly.

llic revision in 1901 consisted of cutting out entirely
the inner dust guard wall at tlie top.

In 1905 the addition of a rib ),.; inch deep on the back
face of the lid immediately within the inside of the oil
box was adopted.

In 1908 the inside dust guard was restored at the top
and j. lined to the inside side wall with an opening of
2.}4 inches radius, the center being located one inch above
the horizontal center line of the liox.

In 1908 the distance from center line of box to edge of
wedge stop was increased from 45.-^ inches to 4 11-16
inches to allow '.s-inch clearance between wedge and stop.

In 1909 the vertical clearance of 1-16 inch between the
side lugs on the journal liearing and the journal wedge
was increased to 'k inch, to conform with the other
standard journal boxes, the side lugs being reduced from
7s inch to 13-16 inch.

For Journal 5 by 9 Inches.

The journal box and details shown in these drawings
were adopted as Recommended Practice in 1896. In 1898
they were adopted as standards of the iVssociation.

In 1900 the opening at the back end of the box, cor-
responding with the dust guard, was increased from
3 3-16 inches to 3!<i inches radius, making tlic opening 654
inches wide, instead of 6-}^ inches, the height remain-
ing unchanged.

The revision in 1901 consisted of cutting out entirely
the inner dust guard wall at the top.

In 1902 the wedge stop lugs were increased in size and
extended laterally to the sides of box.

In 1905 the addition of a rib J-g inch deep on the back
face of the lid immediately within the inside of the oil
box was adopted.

In 1907 the inside dust guard was restored at the top
and joined to the inside side wall with a 3-incli radius.
with the center located 1 inch above the horizontal cen-
ter line of the box. The opening in the outside wall was
enlarged at the side and struck with a 4-inch radius all
around. The distance from the center of the box to the
inside of the lug for the journal bearing key, located
in the top wall of the box, was increased to 5 3-16 inches.
The width of the inside side lugs for the journal bear-
ings was decreased to 2^^ inches.

In 1908 the center of box from which the lower half
of the circle is struck was raised 5^4 inch, increasing the
depth to IS/g inches.

In 1909 the vertical clearance of 1-16 inch between the
side lugs of journal bearing and wedge was increased
to l-i inch, to conform to the other standard boxes, the
side lugs being reduced from I's to 1 1-16 inches.

In 1909 the dust-guard opening in this box was modi-
fied and words "cast steel" wcfe omitted from the draw-
ing of the wedge.

In 1912 the wedge was changed in design to provide
increased bearing surface against side lugs.

For Journals 5j/2 by 10 Inches.

The journal box and details shown in these drawings
were adopted as standard in 1900.

In 1901 the inner dust-guard wall at the top was cut

93

JOU

CAR BUILDERS' DICTIONARY

KEY

out entirely to a\'oicl all danger of the journal bearing
striking the wall of the box at the rear.

In 1902 the wedge stop lugs were extended laterally to
the sides of box.

In 1903 the radius of the dust-guard opening was
changed to 3}i inches, and the diameter to 7]4 inches, to
allow proper play for the wheel fit.

In 190S the addition of a rib Vs inch deep on the back
face of the lid immediately within the inside of the oil
box was adopted.

In 1907 the inside dust guard was restored at the top
and joined to the inside side wall with a 3-inch radius
located 1'.. inches aliove the horizontal center line of
the box. The opening in the outside back wall was en-
larged at the side and struck with two 4-inch radii, the
lower one-half having its center line on the center line
of box, the center of the upper one-half being li inch
above the center line of the box. The distance from
center of the fiox to the inside of the lug frir the journal
box key was increased to S 11-16 inches. The width of
the inside side lugs for journal bearings was decreased
to 25/g inches.

In 1908 the distance from center line of box to face
of wedge stop was increased from 5 11-16 inches to S^
inches, thus allowing yg i"ch clearance lietween wedge
and stop.

In 1908 the note reading "the total lateral [extreme
positions of axle] equals 3-8 inch," was eliminated.

In 1909 the word "malleable'' was stricken out and the
words "drop forged" substituted for journal l^earing
wedge.

In 1911 the use of pressed or cast steel for journal
box was authorized and reduction in thickness of metal
and coring to lighten weight permitted, provided that the
essential dimensions afTecting interchangeability and the
fitting of contained parts are adhered to.

In 1911 the note on the drawing rcferrin"; to placing
of letters "M. C. B." on top of box was changed from
"arch bar seat" to "seat of truck sides."

In 1912 the wedge was changed in design to provide
increased bearing surface against side lugs.

Passenger Car Journal ISox and Contained Parts for
Journals 4% by 8 Inches.
In 1898 a Recommended Practice was adopted for pas-
senger car journal box and contained parts for journals
4% by 8 inches. In 1901, as a result of letter ballot, this
was changed to standard.

Passenger Car Journal Box and Contained Parts for
Journals S by 9 Inches.
In 1911 the mouth and dust guard opening was changed

to conform to similar journal box for freight car, and

advanced to standard.

Journal Box Guide. See Pedestal.

Journal Box Jack. See Journal Jack.

Journal Box Lid. 4, Figs. 947, 966; Figs. 981-1025. A
door or lid covering an opening in the end of the
journal box, by means of which oil and packing are
supplied and journal bearings are inserted or re-
moved. Such covers are made of cast iron, mal-
leable iron, pressed steel, and sometimes of wood.
They are usually closed by a spring.

Journal Box Lid Spring. Fig. 1020. A flat spring to
hold the lid in place.

Jovrnal Box Wedge. Figs, 985-1002. A device used to
hold the journal bearing in place, to distribute the
load evenly over the bearing and to allow it to be
rerao\'ed easily. .\lso called a journal box key. See
Journal Boxes and Details.

Journal Brass. A Journal Be.\ring.

Journal Jack. Figs. 2626, 2627, 2629, 2632, 2635-37. A
small jack used for relieving the weight from car
journals for the purpose of changing bearings or
brasses. See Jack.

Journal Packing. Waste, wool, or other fibrous mate-
rial saturated with oil or grease, with which a jour-
nal box is filled to lubricate the journal. Commonly
termed dope.

Journal Spring. A spring supporting part of the weight
of a car which is placed directly over the journal,
and which usually rests on the journal box under
the truck frame.

Jumper. Fi.f<. 2355. A short conductor cable used to
connect two electric circuits.

Jute. ."X course fiber raised in India for making bags,
matting, ropes, etc.

K

Kalarrined Iron. Sheet iron, coated with an alloy of
zinc, lead, tin and nickel in the proportion of 29 lbs.
of tin, 50 to 75 lbs. of zinc, 100 lbs. of lead, and
three to six ounces of nickel. The alloy melts at a
lower temperature than common zinc, and is claimed
to give a more durable compound as well as a thin-
ner and more adhesive coating. Galvanized iron is
sheet iron coated in the same way with pure zinc.

Keeper. "A ring, strap, pocket, or the like device for
detaining an object; as

"The box on a door jamb into which the bolt of
a lock protrudes when shut. When the keeper is
for a beveled latch bolt, which is moved by contact
with it, it is more commonly called a strike plate.
They are also further designated by the name of
the lotk or latch which they accompany. See illus-
trated section on Locks.

"The latch of a hook, which prevents its accidental
disengagement." — Knight.

Key. In a general sense, a fastener; that which
fastens ; as a piece of wood in a frame of a build-
ing. Hence a pin inserted in a hole in a bolt, and
used to secure the bolt or its nut. A Split Key is
a special form.

"An instrument for opening or shutting a lock by
pushing the bolt one way or the other." See Lock
and Bit.

A block over the top of a journal bearing, called
in full Journal Bearing Key. This part is also
commonly called a wedge.

A beveled bar used with a gib to form a Gib and
Key. See also King Bolt Key.

(For Lamps and Valves of Pintsch Gas Apparatus.)
A substitute for the ordinary cocks of gas fixtures
to prevent unauthorized tampering.

Key Bolt. A bolt slotted near the end to receive a key.
wdiich takes the place of a nut.

Key Hole Plate. An Escutcheon or Escutcheon Plate.

Key Pin (of a Lock). The pivot on which the key
turns when inserted in the lock.

Key Ring Tire Fastening. A mode of securing the tire
to the wheel, composed of two rings, one of U-
section and the other nearly rectangular. The former
ring holds the tire and wheel together, and the lat-
ter ring holds the former in place, filling up the
groove in the tire. When lioth rings are in place
the outer lip of the groove in the tire is slightly
hammered over, thus gripping the second or key ring,
and retaining it in place.

KIC

CAR BUILDERS' DICTIONARY

LAM

Kicker. See Coupler Knuckle Kicker.

Kicking Coil. A coil of wire consisting of aljout ten
turns wound on a wooden core ; it is located in the
feed circuit between the lightning arrester and con-
troller, and acts as an inductive resistance to the
passage of lightning discharge through the apparatus.
See Lightning Arrestee.

Kilowatt. One thousand watts.

King Bolt or King Pin. See Center Pin.

King Post (of a Truss). A single po.st or distance
piece between a truss rod and the chord of a truss
or beam. If two such posts are used they are called
queen posts.

Kitchen (Dining Car). A large compartment at one
end of the car provided with all the facilities of a
well-organized kitchen. For ranges and other equip-
ment, see Figs. 1574-1582.

Kitchen Car. A combined day coach and dining car
for use on trains where a regular dining car could
not be profitably run. More commonly Cafe Car or
Cafe Coach.

Knee Iron. An L-sliaped or angle iron casting or forg-
ing which is fastened to the corner where two tim-
bers are joined to strengthen the joint.
Knuckle ( AI. C. B. Couplers). Figs. 628-6G4. The
rotating coupling hook by means of which coupling
is effected when the knuckle is locked by the catch
or lock. It must conform to certain contour lines
adopted by the ^l. C. B. Association.

(Of a Hinge.) The central tubular projections

which carry the hinge pin. The term is of wide and

general application in mechanics to many similar parts.

Knuckle ( }\I. C B. Standard Specifications). See

Automatic Car Couplers, Specifications.
Knuckle, Automatic Car Coupler (M. C. B. Standards).
Fig. 2713.
In 1899 the vertical dimension of the knuckle was fixed
at 9 inches as a minimum.

In 1903 the solid knuckle was adopted as a standard
of the Association to be used for all repairs and in all
new couplers after January 1, 1904.

In 1907 a limiting dimension of not more than 1 inch
was shown for the diameter of core hole in lug of knuckle
to prevent a recurrence of the slotted knuckle weakness.
Knuckle Throzc. — In 1905 the following Recommended
Practice was adopted : "That the use of a knuckle-throw-
ing device which will throw the knuckle completely open
and operate under all conditions of wear is favored by
the Association. Advanced to standard in 1910.

Knuckle Pivot Pin. — In 1899 the sizes of pivot pins
were fixed as follows :

1J4 inches or 1^4 inches in diameter and 13^ inches
from the under side of head to center of pin hole for
^-inch cotter.

In 1904, as a result of the letter ballot, the note in
the lower left-hand corner of the drawing, relating to
pivot pins, was changed to read as follows :

"Pivot pin must be of steel, 15-^ inches in diameter, of
sufficient length to permit applying a S/j^-inch cotter pin
below the coupling lug."

Lock Lift. — In 1905 a recommendation was adopted that
the knuckle lock lift be in the central longitudinal ver-
tical plane of the coupler, located between the striking
horn and contour lines and operate from the top by an
upward movement. Advanced to standard in 1907.
In 1908 the following notes were added to the drawing:
That the total lift of locking pin be not more than 6
inches.

That all couplers must have a 1 1-16-inch eyelet for

locking device located immediately above locking pin hole.

Knuckle, Contour Line and Limit Gages. See Auto-
matic Car Coupler.

Knuckle, Emergency. See Emergency Coupler
Knuckle.

Knuckle Joint. "i\ joint in which a projection on each
leg or leaf of a device is inserted between corre-
sponding recesses in the other, the twn being con-
nected by a pin or pivot on which tlie\' mutually
turn. The legs of dividers and tb.e lea\'es (jf door
hinges arc examples of true knuckle joints. The
term, however, has been somewhat ciraraonly re-
stricted to compi.iund ur universal jomts designed to
act in any direction." — Knight.

Knuckle Kicker. See Coupler Knuckle Kicker.

Knuckle Lock. See Coupler Knuckle Lock.

Knuckle Opener. See Coupler Knuckle Opener.

Knuckle Pin ( M. C. B. Coupler). Figs. 628-664. The
steel pin holding the knuckle in the jaws of the
coupler. Sometimes called pivot pin.

Knuckle Fin Plate. Fig. 658. Used in connection with
three-stem coupler.

Knuckle Pivot Pin Testing Machine (M. C. B. Stand-
ard). Fig. 2739.

In 1907 a design of apparatus for testing knuckle
pivot pins was adopted as Recommended Practice,
and is shown on the drawing.

Label. See Air Bk.\ke Hose, Label for.

Label Box (Postal Car). Fig. 1716. A small box in
which the labels for letter pouches are carried.

Ladder. 59, Figs. 285-288; 103, Fig. 355; 23, Fig. 383;
Figs. 890, 891. Bars of wood or iron attached to the side
or end of a freight car or caboose so as to form steps
by which persons may climb to and from the top of
the car. The individual bars, whether of wood or
iron, and whether round or square, are termed ladder
rounds. They are sometimes fastened at their ends
to Ladder Side Rails. The handles alongside of the
ladder are termed grab irons, or hand holds, or some-
times corner handles; the one placed on the roof near
the ladder is called the roof grab iron or ladder hand
rail. See Safety Appliances.

Ladder Bolt. Fig. 892. A bolt designed especially for
securing the ladder rounds at the corner post when
two rounds are directly in line on the side and end
of the car.

Ladder Round. 59, Figs. 285-88, 374, 375. A round
cross bar or step of a ladder. See Safety Appliances.

Ladder Side Rails. The \-ertical side pieces to which
the ladder rounds are attached.

Lag Screw. An iron bolt with a square or hexagonal
head, and with a wood screw thread cut on it, in-
tended til screw into wood.

Lamp. See Alcove Lami', Argand L.\mp, Berth Lamp,
Caboose Deck Lamp, Deck Lamp, Electric Lamp,
Gas Lamii, C)il Lamp, Side Deck LAiir.

Lamp Alcove. A metal casing or lining for a recess in
the side of a car to contain an alcove lamp.

Lamp Arms. Rods by which a lamp is attached to the
ceiling of a car. Some lamp arms have bracket angles
to support the shade, and are then called bracket arms.

Lamp Bottom. The lower portion of a lamp which is
removable. Contains the wick, burner and oil.

95

LAM

CAR BUILDERS' DICTIONARY

LAV

Lamp Burner. Figs. 1892, 1897, 1506, 1907, 2111, 2239.
That portion of a lamp by which the opening on the
top of the reservoir is closed, which holds the wick,
and by which the latter is adjusted. In gas lighting,
the burner is the tip where the gas escapes and is
ignited.

Lamp Canopy. A large and elaborate Smoke Bell.
Lamp Chimney. Fig. 2377. A glass tube which in-
closes the flame of a lamp, conducts away the smoke
and gases and produces the necessary draft.
Lamp Chimney Bracket. A projecting metal arm at-
tached to the side of a car and carrying a chimney
holder, by which a lamp chimney is held in place.
Lamp Chimney Reflector. Usually a reflector with a

hole in the center in which the chimney is inserted.
Lamp Fount. The receptacle for the oil burned in a

lamp. Also called lamp reservoir.
Lamp Globe. Figs. 2408, etc. A glass or porcelain
case or vessel inclosing or surrounding the flame of
a lamp or candle, and intended to protect the latter
from wind. Lamp globes are approximately globular
in form, in distinction from a lamp shade, which
flares at the bottom, but are often made of different
shapes, as round, pear-shaped, etc.
Lamp Globe Chimney. A metal tube attached to the
top of a lamp globe for conducting away the smoke.
A shade cap is an equivalent device for a lamp shade.
Lamp Hoop. A ring with an interior screw thread for
attaching to cheap oil lamps to receive the burner.
Lamp House Hinge. Figs. 1839-1841.
Lamp Jack. Fig. 909. A cap or covering over a lamp
vent on the outside of a car to exclude rain and
prevent downward currents of air.
Lamp Key (Gas). A substitute for the ordinary cock
of gas fi.xtures, used to prevent unauthorized tamper-
ing with the liurners.
Lamp Panel. A small switchboard placed generally in
some locker of an electrically lighted car, upon which
are mounted switches for controlling the lamps and
ventilating fans.
Lamp Reflector. Figs. 2379, etc.

Lamp Regulator (Electric Ligliting). Figs. 2278, 2308,
etc. An automatic electrical device for maintaining .con-
stant voltage upon the lamps or, more popularly ex-
pressed, a device for insuring the constant brilliancy or
candle power of the lamps. The lamp regulator is usually
mounted underneath the car jiody wdiere the heat which
is dissipated in it may be easily taken care of and
radiated. The lamp rtgnlator may be of the rheostatic
or counter electro niotl\e force t\pe. As a rlieostatic
device it \'arics resistance in scries with all the lamps,
resprinding to variations in lamp voltage and having
a tendency toward maintaining constarit lamp voltage.
If it is of the counter electro motive force type, it
acts in the same wa\- as far as the lamps are concerned,
but \aries a counter electro moti\-e force in series
with the lamps instead of varying a resistance. In
either case, the lamp regulator is governed by an
auxiliary relay or equivalent device, generally placed
inside of the car with the other electrical apparatus.
See EtECTRif Lighting.

Lamp Regulator Relay (Electric Lighting). An auto-
n'atic and \cvy sensiti\e electrical device for controlling
the action of ihc lamp regulator. Such device must
be \cry sensitive in operation and robust enough in
construction to withstand rail'A'a\- service. It is gen-
erallc enclosed for protection against dust and accident.

but when once adjusted should not require attention
for long periods.
Lamp Reservoir. See Lamp Fount.

Lamp Shade. Figs. 2386, etc. A conical shaped re-
flector placed over a lamp to reflect the light down-
ward.
Lamp Socket. 2S72, 2573, 2583. A socket which holds
an electric lamp.

.'\ bracket for supporting a tail lamp. See Signal
Lamp Socket.
Lamp Stay. A horizontal bar, usually reaching from
side to side of the clere-story, by which a car lamp
is steadied, and also made more ornamental.
Lamp Switch (Electric Lighting). A switch for eon-
trolling the lamp circuit of the ear and which, by
opening or closing, turns off or throws on all of the
lights. This switch is generally mounted on or near
the lamp panel.
Lamp Vent. An opening in the roof through which

the gases from a lamp escape.
Lantern. Figs. 1887, 1893, 1899, 1911. A portable lamp
the flame in which is protected from wind and rain
by glass, usually in the form of a globe surrounded-
by wires, called guards. According to the number
of these wires the lantern is called single, double or
triple guard. The conductor's lantern is one with a
large bail or handle, so as to be carried on the arm,
leaving both hands free.
Lantern and Flag Holder. Figs. 1883; 1884-1886; 1888,
1891. A device for displaying signals on rear of trains.
See Marker Bracket.
Lantern Globe. Fig. 1887.

Latch. Fig. 1655, etc. The primary sense of this
word is — to catch, to close, stop, or make fast ; hence,
an attachment to a door, window, etc.. to hold it open
or shut, is called a latch. The ordinary distinction
between a latch and a lock is that a lock is closed and
opened with a separate key, and usually has a square
bolt; whereas, a latch has no separate key, and usually
has a beveled bolt which sraps shut automatically by
contact with the keeper or strike plate. The most exact
distinction between a latch and lock seems to be the
form of the bolt, and not the use or disuse of a key.
See S.\SH Lock. Latches named from the use which
they subserve are the following, wdiich see : Berth
Latch, Deck Sash Latch, Safety Berth Latch,
Spring Door Latch, etc.

A sliding door latch, or lift latch, has a beveled hook
instead of a beveled bolt, but operates upon substan-
tially the same principle. Nearly all forms of latches
are spring latches. A night latch is a large and care
fully made form of an ordinary latch, which can be
opened from the outside by a key. A cupboard latch
is any form of small latch. A rim latch, like a rim
lock, is one attached simply to the inside of the door,
in distinction from a mortise or rabbeted latch (both
rarely used), which is boxed into the door.
Latch Pull. J, Fig. 1676.

Lateral Motion (Truck). Fig. 1052. A movement side-
wise. Rollers between the journal box and spring
seat provide for this on pedestal trucks.
Lateral Motion Spring. A spring sometimes used to

check lateral motion in trucks.
Lavatory. .\ room provided with washbowl, towels,
combs, brushes, etc., in wdiich passengers may make
their toilet. Parlor and sleeping cars are provided
with spn,qrate lav^lories for incn ^iii^l wDrnpn iA?hich

96

LEA

CAR BUILDERS' DICTIONARY

LEV

are separated from the saloons. The best and most,
modern coaches have a lavatory. A saloon is some-
times termed a lavatory. For the arrangement of water
piping in a men's wash room see Fig. 1633, and for a
Pullman drawing room sleeper see Figs. 1634 and 1635.
See Water Supply and Folding Lavatory.

The term is also used in a more restricted sense to
designate the Wash Basins and their equipment (see
Basin), or the basin for dental purposes, which is
termed a Dental Lavatory.

Lead-Lined Journal Bearing. A journal bearing which
has its inner surface covered with a thin layer of
lead, so that it may fit itself to the journal as soon
as subjected to wear.

Leader (of Pile-Driver). The long vertical timbers
serving to guide the Hammer in its fall.

Leader Cap (Pile Driver). A cross piece connecting
the two leaders at the top and carrying the main sheave
and pile hoisting sheave of the hoisting gear.

Leader Stay. An oblique diagonal brace, attached at
the upper end to top stringers, serving to stiffen the
leaders.

Leakage Groove (Air Brake Cylinder). A small pas-
sage past the brake piston to prevent application of
the brakes by trifling leakages of air.

Leatheroid. A substance somewhat resembling leather,
and somewhat similar to vulcanized fiber in its general
character and appearance. It is made by treating paper
with sulphate of zinc.

Leg Rest (Reclining Seats). A bracketed and adjust-
able shelf, which may be used on a chair seat to support
the limbs when the seat or chair is in a reclining posi-
tion. It is adjusted by a leg rest ratchet and leg rest
pivot casting, or by a leg rest slide fitting in a leg rest
socket casting.

Lens. An optical instrument for conveying rays of
light upon a fixed path or fi.xed point. See Fresnal
Lens.

Letter Board (Passenger Equipment Car Exteriors).
A horizontal board under the cornice, extending the
whole length, on which the name of the company
to which the car belongs is usually painted. The letter
board occupies the frieze of the car. and is sometimes
so called.

Letter Case (Postal Car). Figs. 1718, 1720, 1728. Used

for the distributing of letters.
Letter Drop (Postal Car). Fig. 1713. A plate with a

spring flap for receiving letters for the post. A letter

box lid.

Letter Drop Chute (Postal Carj. Fig. 1713. The
chute extending from the letter drop on the outside
of a postal car to the floor inside of the car.

Lettering. See also Marking on Freight Equipment
Cars.

Lettering Cars (M. C. B. Standard). Fig. 2729. In
1896 it was decided:

That on all box cars standing more tiian twelve (12)
feet from top of rail to eaves, the height and width at eaves
be stenciled in 3-inch letters on side of car, as near the
bottom as convenient.

That all classes of cars have size of coupler, style of
rear attachments, kind of draft gear and style of brake
beams stenciled in 2 or 3-inch letters on each side of car
at opposite ends, or on each end of car directly above
coupler, where design of car permits it. Where the kind

of draft gear implies the style of rear attachments, the
marking for the latter may be omitted.

That where the construction of the truck permits, trucks
shall be stenciled on each side, giving the size of journal,
and the letters "J\I. C. B." if the axle is M. C. B. standard
axle. If the axle is not M. C. B. standard, use dimen-
sions from center to center of journal in place of M. C. B.
This stenciling to be in 1 or 2-inch letters, and to be put
on end or side of bolster in Diamond trucks, and on side
truck frame in center on pedestal type of trucks.

Initials of the road should also appear in letters 1 or 2
inches high on one side of bolster or transom of each
truck.

In 1901 this was changed from Recommended Practice
to Standard, as a result of letter ballot. Modified in 1906
by the elimination of fractional sizes of figures and let-
ters. Modified in 1908 and 1909.

In 1909 the following was adopted :

Flat cars should be stenciled with the length of car over
end sills, measured at the center. The stencil, "Length 00
feet," to be located on side of car.

Drop end gondola cars should be stenciled with length
of car inside of drop end doors, measured at the center;
this stencil, "Inside length 00 feet," to, be located on side
of car.

As a result of a special letter ballot in March, 1906,
certain sized letters and numerals were adopted as Recom-
mended Practice for the uniform lettering of cars, as
follows :

1. That Roman letters and figures of the design shown
on the drawing be used.

2. That the sizes of these letters and figures lie con-
fined to 1, 2, 3, 4, 7 and 9 inches.

3. That 7 and 9 inch letters or figures be used for the

initials, names and numbers for the sides of cars, and
4-inch letters or figures for the lettering on the doors and
ends of cars.

4. That for other car-body markings on sides and ends,
such as capacity, couplers, brake beams, class of car, date
built, outside and inside dimensions, and markings inside
of car, 2 or 3 incli letters and figures be used, with the
following exceptions :

(a) All weight marks to be 3 or 4 inch letters or
figures.

(b) Trust marks, patent marks and other private
marks should be 1-inch letters or figures.

5. That all marks on trucks be confined to 1 or 2 inch
letters or figures.

6. That stenciling on air-brake cylinders or reservoirs
be 1-inch letters or figures.

In 1911 these were advanced to Standard.
Lever. 'Tn mechanics, a bar of metal, wood or other

substance, turning on a support called a fulcrum."

— Webster, See Brake Lever, LTncoupling Lever, etc.
Lever Faucet. A self-closing faucet, shut by a spring

and opened by the movement of a handle or lever.

Also called telegraph faucet. They are called \-ertical

97

LEV

CAR BUILDERS' DICTIONARY

LIN

or horizontal according to tlie direction of the pipe or
opening into which they are fastened.

Lever Frame (Hand Car). A wooden frame shaped
somewhat hke a letter A, on top of a hand car, which
supports the lever shaft and lever.

Lever Frame Cap (Hand Car). A short horizontal
piece of timber, to which the lever journal bearings
are fastened.

Lever Frame Tie Rod (Hand Car). A vertical rod by
which the lever frame cap is bolted to the floor frame.

Lever Guard. A guide on a platform rail for a plat-
form uncoupling lever.

Lever Guide. See Lever Guard and Dead Lever Guide.

Lever Shaft (Hand Car). A short iron shaft to which
the propelling levers are attached.

Levers, Marking of. See Foundation Brake Gear.

Library Car. Fig. 170, 174, 236. Generally a parlor or
observation car equipped with a small library con-
taining books and periodicals for the use of
passengers.

Lift. A finger hold attached to windows and window
blinds to grasp in raising or lowering them. See
Sash Lift.

Lift Latch or Sliding Door Latch. A lock, the latch
of which is lifted by turning a knob, instead of draw-
ing it backward.

Light Weight of Car, Stenciling of. See Foundation
Brake Gear.

Lighting. See Acetylene Gas, Electric Lighting,
Pintsch Gas, V.apor System.

Lightning Arrester. Figs. 2SSS, 2S88. A device for pro-
tecting the electrical apparatus from damage by
lightning.

Lignomur. A decorative head lining made from straw-
board or paper, with figures stamped or embossed
upon it. The figures are usually light colored, while
the background is darker. It is glued to a thin nar-
row matched ceiling or may be applied directly to an
old veneered ceihng.

Limit Gage. A term applied to many forms of gages
which are used for determining whether pieces do not
exceed or fall below a certain specified range of
dimension. See Alttomatic Car Coupler.

Limit Gages for Round Iron (M. C. B. Recommended
Practice). In 1893 limit gages and diameters for
round iron were adopted as a Recommended Practice;
these had formerly been Standard of the Association.

In 1911 the limiting dimensions for lyi inch and 1-^
inch rijund iron were modified and limits for 1^4
inches and larger sizes added.

Limit gages such as shown herewith for V/i inch
iron are recommended for use in procuring round
iron to take the Sellers' standard screw threads ;
round iron used to be of such size as will enter the
large or -)- end of the gage intended for that size.

in any way, and also of such size as will not enter
the small or — end in any way.

The limiting diameters for certain nominal sizes of
iron, together with the maximum variation allowable
by such use of these gages, are given in the following
table :

SIZES OF LIMIT GAGES FOR ROUND IRON.

Nominal Diameter Large Size, Small Size, Total Vari-

OF Iron. — U-Ci-.ES. + end. — end. ation.

Inches. Inches Inches.

14 2550 .2450 .010

5/16 3180 .3070 .011

i/ff 3810 .3690 .012

7/16 4440 .4310 .013

14 5070 .4930 .014

9/16 5700 .5550 .015

5.^ 6330 .6170 .016

34 7585 .7415 .017

74 8840 .8660 .018

1 1.0095 .9905 .019

V/n 1.1350 1.1150 .020

114 1.2605 1.2395 .021

U/s 1.3860 1.3640 .022

l;4 1.5115 1.4885 .023

15^ 1.6370 1.6130 .024

134 1.7625 1.7375 .025

V/s 1.8880 1.8620 .026

Round iron 2 inches in diameter and over should
be rolled to nominal diameter.

Limit Gages for Inspecting Second-Hand Wheels. See
Wheels, Limit Gages for Inspecting.

Line Car. A short term to designate cars belonging
to the various fast freight lines which run over sev-
eral roads between the leading shipping points east
and west.

Line Svyitch. Figs. 2538, 2549. A combination of one
or two unit-switches, assembled in a case, for handling
main power currents.

Lining. See Inside Lining, Lumber Specifications; also
Siding, Flooring, Roofing and Lining.

Lining Strips. Wooden or metal strips put on the in-
side of freight or baggage cars to protect the inside
of the car from being injured by freight or baggage.

Lining Stud. 54, Figs. 374, 375. Vertical studs placed
between the posts and over or under the braces, and
to which the lining is nailed. See Nailing Strip.

Link. "A short connecting piece, of circular or other
equivalent shape ; as one of the oval rings for divisions
of a chain." — Knight.

Link Hanger. A Swing Hanger in the form of a link.

Link Hanger Eye Bolt. A bolt passing through the

truck transoms, from which a short swing hanger is

suspended.

Link Pin. A coupling pin.

Link and Pin Coupler. An old type of drawbar by
which cars were connected by a link and a pin.

Link Suspension (Electric Lighting). A system in
which the axle generator is suspended on a pair of
parallel links supported on the truck frame, the ad-
justing of the driving belt or chain being accompHshed
by a device which swings the links slightly. See
Suspension.

Linoleum. A form of floor covering manufactured
from linseed oil, prepared by a special process, mixed
with ground cork and backed with canvas. Another

98

LIN

CAR BUILDERS' DICTIONARY

LUM

floor covering of substantially the same nature as
linoleum is known as corticine.

Lintel. The horizontal part of a door or window
frame above the sash.

Lip Lamp Chimney. One with an indented ring near
the bottom, for use with screw lamp burners.

Liquid Soap Fixture. Fig. 1617. A container placed
above the wash basin for holding the liquid soap.

Live Lever. The one of a pair of truck brake levers
to which the brake power is applied from the cylinder.

Loading Gage (British). American equivalent, Cle.\r-
ANCE. The limiting dimensions of carriages or wag-
ons as to height and width, in order that they may
clear tunnels, bridges, station platforms, etc.

Loading Materials, Rules for. See Rules for Loading
Materials.

Lock. Figs. 785, 792, 796, 1657, etc. Generally, a
fastening of any kind operated by a key. Specifically,
one having a dead bolt as distinguished from one hav-
ing a spring latch bolt, the latter being technically
termed a latch. A rim Ipck is one applied to the sur-
face of a door. A mortise lock is one designed to be
mortised into the edge of a door. A rabbeted lock
is one with an offset front to conform in shape to a
rabbeted door. A dead lock is one in which a bolt is
moved by a key and not a spring. A latch is a lock
with a spring bolt. A night latch is a lock with a
spring bolt operated from the outside only by a key
and from the inside usually by a knob. A padlock
is a detached lock provided with a shackle adapted
for engagement with a hasp or staple. According to
their uses, locks are divided into berth locks, door
locks, freight car locks, grain door locks, seat locks,
shding door locks, etc. See also Sash Lock.

(M. C. B. Automatic Coupler.) The catch which
drops in front of the knuckle horn and holds it shut,
thus locking the couplers together.

Lock Case. The outside or covering part of a lock,
more particularly a padlock.

Lock Chain. A chain by which a padlock is fastened
to prevent its being lost.

Lock Keeper. See Keeper.

Lock Lifter. See Coupler Lock Lifter.

Lock Nut. Figs. 1429, etc. The outer one of a pair of
nuts on one bolt, whicli, by screwing up separately to
a tight bearing, locks the inner one. A large number
of special forms of lock nuts and nut locks, which
serve the same purpose, are in use which are not
strictly included under the above definition.

Lock Seal. A piece of glass, lead or paper, which forms
a seal for a lock, so that the latter cannot be opened
without its being known.

Lock Set. See Coui'ler Lock Set.

Lock Washer. Figs. 1438-1440. A washer for locking
the nut in place while it is being tightened or drawn
up.

Locker. A small compartment or closet for storage.

Locomotive Crane. Fig. 213. A self-propelling car
with a steam crane mounted upon it. See Wrecking
Crane.

Locomotive Valve (Steam LTeating). The valve on
the locomotive which admits live steam to the train
line.

Lodging Car. A passenger or box car fitted up with
sleeping accommodations for men at work on the line
of a road. More commonly called boarding car.

Logging Car. Fi.gs. 77-81. A special type of car for
carrying logs, usually consisting of two trucks and a
skeleton frame. See Car, M. C. B. Class F L.

Logging Truck. Figs. 936, 943, 944. A truck used in
logging cars. The member corresponding to the body
bolster in other types of trucks is called a Bunk and
is so arranged that timber or logs may be chained
in place on it.

Lookout (Caboose). See Cupola.

Loose Berth Hinge. A berth hinge, the two parts of
which are detachable.

Lorry. Small push cars used in construction for mov-
ing rails, ties, etc.

Lounging Car. Figs. 188, 255. A term applied by some
railways to a special type of parlor car arranged in
two or more compartments, such as reception room,
smoking room, etc., and generally having movable in-
stead of fixed seats. Also called Club Car.

Lower Berth (Sleeping Cars). The bed nearest the
floor made up by pulling out the seats and dropping
down the seat backs. The mattress for it is carried
by day in the pocket formed by the upper berth. See
Berth.

Lower Brake Shaft Bearing. Figs. 489, 490. An eye or
guide for a vertical brake shaft, near the lower end.
The support at the lower end is preferably called the
brake shaft step, although the form shown in 97, Fig.
375, is sometimes called a bearing.

Lower Chord (of a Truss). The lower outside member.
In the side trussing of a freight or passenger car the
side sill is the lower chord.

Lower Deck. The main roof of a passenger equipment
car on each side of the clere-story or upper deck.

Lower Deck Carline. 101, Figs. 423-425. A short car-
line extending under the lower deck or main roof
only.

Lower Deck Headlining. 22, Figs. 1458, 1459. The in-
side finish of the lower deck. It forms the top finish
for the upper berth in sleeping cars. See Head-
lining.

Lower Deck Roof Support. Fig. 477. See Lower
Deck Carline.

Lower Wainscot Rail (Passenger Car Interiors). A
longitudinal rail immediately above the truss plank
The upper wainscot rail comes directly below the
window.

Lubricator. Fig. 1398. An instrument used for apply-
ing a lubricant to a journal or other moving part.
Also called oiler.

Lug. A propecting stud or ear to afford a bearing or
point of attachment.

Lug Bolt. A Strap Bolt with a lug turned up at one
end to enter a mortise in the timber and in part to
relieve the attaching bolts from strain.

Lumber Specifications.

In 1910 a joint cnmmittee of the American Rail-
way ^Master Jilechanics' Association and the Master
Car Builders' Association working in conjunction
with the Railway Storekeepers' Association and the
various Lumber Manufacturers' Associations, submitted
specifications and grading rules for car and locomotive
lumber, which, on motion, were ordered submitted to
letter ballot and adopted as Recommended Practice.
In order to have standard descriptions of the
various woods used by railroads, the following

99

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CAR BUILDERS' DICTIONARY

standard names for car and locomotive lumber were
agreed upon by the Joint Committee:

Description of various woods used by railroad com-
panies for car and locomotive lumber.

1. Ash To cover White, Black, Blue,

Green and Red Ash.

2. Bassivood To cover Linden, Linn, Lind

or Lime-tree.

3. Beech To cover Red and White

Beech.

4. Birch To cover Red, AVhite, Yellow

and Black Birch.

5. Buckeye To cover wood from Horse

chestnut tree.

6. Butternut To cover wood from tree of

that name, also known as
White Walnut.

7. Cherry ....To cover Sweet, Sour, Red,

Black and Wild Cherry.

8. Chestnut To cover wood from tree of

that name.

9. Cottonwood To cover wood from tree of

that name. (Do not confuse
with Popple or Poplar.)

10. Cypress To cover Red, Gulf, Yellow

and East Coast Cypress, also
known as Bald Cypress.

n. Elm — soft To cover White, Water, Gray,

Red or Slippery and Winged
Elm.

12. Elm—rock To cover Rock or Cork Elm.

13. Douglas Fir To cover Yellow, Red, West-

ern, Washington, Oregon,
Puget Sound Fir or Pine,
Norwest and West Coast Fir.

I'*- Gum To cover Red Gum, Sweet Gum

or Satin Walnut.

15. Hemlock To cover Southern and East-

ern Hemlock; that is. Hem-
lock from all States east of
and including Minnesota.

16. Western Hemlock To cover Hemlock from the

Pacific Coast.

17. Hickory To cover Shellbark, Kingnut,

Mockernut, Pignut, Black,
Shagbark and Bitternut.

18. Western Larch To cover the species of Larch

or Tamarack from the Rocky
Mountain and Pacific Coast
regions.

19. Maple—soft To cover Soft and White

Maple.

20. Maple— hard To cover Hard, Red, Rock and

Sugar Maple.

21. White Oak ., To- cover White, Burr or

Mossy Cup, Rock, Post or
Iron, Overcup, Swamp Post,
Live, Chestnut or Tan Bark,
Yellow or Chinquapin and
Basket or Cow Oak.

22. Red Oak To cover Red, Pin, Black,

Water, Willow, Spanish,
Scarlet, Turkey, Black Jack
or Barn and Shingle or
Laurel Oak.

23. Pecan To cover wood from tree of

that name.

Redivood
Spruce . .

24. Southern Yellow Pine.To cover Long-leaf and Short-

leaf Yellow Pine grown in
the Southern States.

25. White Pine To cover wood from tree of

that name grown in Maine,
Michigan, Wisconsin, Min-
nesota and Canada.

26. Norway Pine To cover Norway or Red Pine-

grown in Michigan, Min-
nesota, Wisconsin and Can-
ada.

27. Idaho White Pine To cover variety of White

Pine grown in western Mon-
tana, northern Idaho and
eastern Washington.

28. Western Pine To cover timber known as

White Pine grown in Ari-
zona, California, Xew Mex-
ico, Colorado, Oregon and
Washington; sometimes
known as Western Yellow
' or Ponderosa Pine, or Cali-

fornia White Pine or West-
ern White Pine.

29. Poplar To cover wood from the Tulip

Tree, otherwise known as
Whitewood, Yellow Poplar
and Canary Wood.

To cover wood from tree of

that name.

To cover Eastern Spruce ; that

is, the Spruce timber coming
from points east of and in-
cluding Minnesota and Can-
ada, covering White, Red and
Black Spruce.

32. Western Spruce To cover the Spruce timber

from the Pacific Coast.

33. Sycamore To cover wood from tree of

that name, otherwise known
as Buttonwood.

34. Tamarack To cover Tamarack or East-

ern Tamarack, grown in
States east of and including
Minnesota.

35. Tupelo To cover Tupelo Gum and

Bay Poplar.

36. Walnut To cover Black Walnut (for

White Walnut, see Butter-
nut) .

CLASSIFICATION, GRADING AND DRESSING
RULES FOR NORTHERN PINE CAR MA-
TERIAL, INCLUDING WHITE AND
NORW^AY PINE AND
EASTERN SPRUCE. .

1. Norin'ay Pine. To cover Norway or Red Pine grown
in Michigan, Minnesota, Wisconsin and Canada.

White Pine to cover wood from tree of that name grown
in Maine, Michigan, Wisconsin, Minnesota and Canada.

Spruce to cover Eastern Spruce; that is, the Spruce
timber coming from points east of and including Min-
nesota and Canada, covering White, Red and Black
Spruce.

2. Northern Pine Lumber shall be graded and classi-
fied according to the following rules and specifications as
to quality, and dressed stock shall conform to the sub-
joined table of standard sizes, except where otherwise ex-
pressly stipulated belzveen buyer and seller.

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CAR BUILDERS' DICTIONARY

LUM

3. Recognized defects in Northern Pine are knots,
knotholes, splits, shake, wane, wormholes, pitch pockets,
torn grain, loosened grain, sap, sap stain, checks and rot.

KNOTS,

4. Knots shall be classified as pin, small and large or
coarse, as to size, and round or spike, as to form, and as
sound, loose, encased, pith and rotten, as to qviality.

5. A pin knot is sound and shall not exceed Vz inch
in diameter.

6. A small knot is larger than a pin knot and shall
not exceed IJ.^ inches in diameter.

7. A large or coarse knot is one of any size over 1'2
inches in diameter.

8. A round knot is oval or circular in form.

9. A spike knot is one sawn in a lengthwise direction.
The mean or average diameter of knots shall be con-
sidered in applying and construing these rules.

10. A sound knot is one solid across its face; is as hard
as the wood it is in and is so fixed by growth or posi-
tion that it will retain its place in the piece.

11. A loose knot is not firmly set, but still retains its
place in the piece.

12. A pith knot is a sound knot with a pith hole not
more than 54 inch in diameter.

13. An encased knot is one surrounded wholly by bark
or pitch.

14. A rotten knot is one not as hard as the wood it
is in.

PITCH.

15. Pitch pockets are openings between the grain of
the wood containing more or less pitch or bark, and shall
be classified as small, standard and large pitch pockets.

16. A small pitch pocket is one not over J-g of an inch
wide.

17. A standard pitch pocket is one not over 3,g of an
inch wide, or 3 inches in length.

18. A large pitch pocket is one over xs of an inch wide
or over 3 inches in length.

19. A pitch pocket showing open on both sides of the
piece Yi of an inch or more in width shall be considered
the same as a knothole.

WANE.

20. Wane is bark, or the lack-of wood, from any cause,
on edge.

SAP.

21. White or bright sap shall not be considered a de-
fect in any of the grades provided for and described in
these rules, except where stipulated.

MISCELLANEOUS.

22. Defects in rough stock caused by improper manu-
facture and drying will reduce grade, unless they can be
removed in dressing such stock to standard sizes.

23. All lumber for uses described in these rules shall
be inspected on the face side to determine the grade, and
the face side is the side showing the best quality or ap-
pearance.

24. Chipped grain consists in a part of the surface
being chipped or broken out in small particles below the
line of the cut, and as usually found should not be classed
as torn grain, and shall not be considered a defect.

25. Torn grain consists in a part of the wood' being
torn out in the dressing. It occurs around knots and
curly places, and is of four distinct characters; slight, me-
dium, heavy and deep.

Slight torn grain shall not exceed 1/32 of an inch in
depth, medium 1/16 of an inch, and heavy J/g of an inch.
Any torn grain heavier than J/^ of an inch shall be termed
deep.

26. The grade of all regular stock shall be determined
by the number, character and position of the defects vis-
ible in any piece. The enumerated defects herein de-
scribed admissible in any grade are intended to be descrip-
tive of the coarest pieces suc]i grades may contain, but
the average quality of the grade shall lie midway between
the highest and lowest pieces allowed in the grade.

27. Lumber and tiiulicr sawed for specific purposes
must be inspected with a view to its adaptability for the
use intended.

28. Alt dressed slnck shall be measured slri/^ count,
I'i::.: Full she of rough material necessarily nsed in its
manufacture.

29. Lumber nuist be accepted on grade in the form in
which it was shipped. Any subsequent change in manu-
facture or mill work will prohibit an inspection for the
adjustment of claims, except with the consent of all parties
interested.

30. The foregoing general observations shall apply to
and govern the application of the following rules. The
rules referred to under Sections 31, 32, 33, 34 and 35 gov-
ern 4 or 6 inch strips, and are intended to cover strips
used for car siding, car lining and car ronling.

B and Better White Pine.

31. Material of this grade shall lie practically clear and
free of all defects, except will admit of not exceeding
four pin knots, and lirigbt sap not to exceed 25 per cent,
of the face of the piece.

C and Better Norivay Pine.

32. Bright sap is no defect in this grade and stained
sap will be admitted to the extent of not exceeding yi the
surface of the face of the piece, if not in combination
with other defects. This grade shall be free from shake,
rot and splits, but will admit of not exceeding four pin
knots.

No. I Common Jl'hilc Pine, Xorzcay Pine and Eastern
Spruce.

33. This grade admits of small sound knots, but shall
be free from large or coarse knots, knotholes, should have
practically no shake, wane or rot, but will admit of bright
sap to any extent.

No. 2 Common ll'liite Pine, Norii-ay Pine and Eastern
Spruce.

34. This grade is similar to Xo. 1 described above, ex-
cept that it will admit iif spike knots, lirigbt or stained
sap, slight shake, slight wane on reverse side, but not a
serious combination of any of these defects.

No. 3 Common White Fine. Noricay Pine and Eastern
Spruce.

35. This grade, in addition to the defects, mentioned in
No. 2, described ab(i\e, will also admit of large or coarse
knots, more shake, sap, wane on reverse side that does
not affect the tnngue or groove and torn or loosened grain,
checks, pin worndinles and splits, but no loose knots or
knotholes, nor a serious cumbination of the defects named.

No. I Common Noneay Fine Car Dechiii.g or Flooring.

36. This grade will adnfit of siiund knnts, any amount
of sap, and shall lie free from shake, wane, rut and large
or coarse spike knots.

37,

ST.\NDARD LENGTHS.

Car Stding— S, 9, 10 and 12 feet or multiples.
Car Roofing — 5 feet or multiples.

Car Lining— 8, 9, 10, 12, 14, 16, 18 and 20 feet or mul-
tiples,

C,\R Decking — 9 and 10 feet or multiples.

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CAR BUILDERS' DICTIONAR'L

AU orders shall be shipped in standard lengths, unless
otherwise specified, but no lengths of either car siding,
lining or roofing shall be shipped except in the lengths
specified or multiples thereof. Those who do not desire
stock shipped in multiple lengths should so specify.

CLASSIFICATION, GRADING AND DRESSING

RULES FOR SOUTHERN YELLOW PINE

CAR MATERIAL.

1. Southern Yellow Pine. — To cover Long-leaf and
Short-leaf Yellow Pine grown in the Southern States.

2. Southern Yellow Pine Lumber shall be graded and
classified according to the following rules and specifica-
tions as to quality, and dressed stock shall conform to
the subjoined table of standard sizes, except where other-
wise expressly stipulated between buyer and seller.

3. Recognized defects in Southern Yellow Pine are
knots, knotholes, splits (either from seasoning, ring hearts
or rough handling), shake, wane, red heart, pith, rot, rot-
ten streaks, dote, red heart, wormholes pitch streaks, pitch
pockets, torn grain, loosened grain, seasoning of kiln
checks and sap, sap stains and imperfect manufacture.

KNOTS.

4. Knots shall be classified as pin, standard and large,
as to size; and round and spike, as to form; and as sound,
loose, encased, pith and rotten, as to quality.

5. A pin knot is sound and not over Yz inch in diam-
eter.

6. A standard knot is sound and not over lYz inches
in diameter.

7. A large knot is one any size over IjX inches in
diameter.

8. A round knot is oval or circular in form.

9. A spike knot is one sawn in a lengthwise direction.
The mean or average diameter of knots shall be con-
sidered in applying and construing these rules.

10. A sound knot is one solid across its face; is as
hard as the wood it is in and is so fixed by growth or posi-
tion that it will retain its place in the piece.

11. A loose knot is one not held firmly in place by
growth or position.

12. A pith knot is a sound knot with a pithhole not
more than %. inch in diameter.

13. An encased knot is one surrounded wholly or in
part by bark or pitch. Where the encasement is less than
Yi of an inch in width on both sides, not exceeding one-
half the circumference of the knot, it shall be considered
a sound knot. (See Sections 10 and 17.)

14. A rotten knot is one not as hard as the wood it
is in.

PITCH.

15. Pitch pockets are openings between the grain of
the wood containing more or less pitch or bark, and shall
be classified as small, standard and large pitch pockets.

16. A small pitch pocket is one not over Yi of an inch
wide.

A standard pitch pocket is one not over Yt, of an inch
wide or 3 inches in length.

A large pitch pocket is one over Yi of an inch wide or
over 3 inches in length.

17. A pitch pocket showing open on both sides of the
piece Yi of an inch or more in width shall be considered
the same as a knothole.

18. A pitch streak is a well-defined accumulation of
pitch at one point in the piece, and when not sufficient to
develop a well-defined streak, or where fiber between
grains is not saturated with pitch, it shall not be consid-
ered a defect.

19. A small pitch streak shall be equivalent to not over

one-twelfth the width and one-sixth the length of the piece
it is in.

A standard pitch streak shall be equivalent to not over

one-sixth the width and one-third of the length of the

piece it is in. ^

w.\NE. '

20. Wane is bark, or the lack of vi'ood, from any cause,
on the edge.

SAP.

21. Bright sap shall not be considered a defect in any
of the grades provided for and described in these rules,
except where stipulated.

SHAKE.

22. Shakes are splits or checks in timbers which usually
cause a separation of the wood between annual rings.

Through Shake: A shake which extends between two
faces of a timber.
Ring Shake: An opening between the annual rings.

MISCELLANEOUS.

23. Defects in rough stock caused by improper manu-
facture and drying will reduce grade, unless they can be
removed in dressing such stock to standard sizes.

24. All stock except car sills and framing shall be in-
spected on the face side to determine the grade. Stock
surfaced one side, the dressed surface shall be considered
the face side. Stock rough or dressed two sides, the best
side shall be considered the face, but the reverse side of
all such stock shall not be more than one grade lower.

25. Pieces of siding, lining or roofing with 3/16 of an
inch or more of tongue will be admitted in any grade, pro-
vided it does not run more than one-third the length of
the piece.

26. In all grades lovi'er than B and better, wane on the
reverse side, not exceeding one-third the width and one-
sixth the length of any piece is admissible; provided the
wane does not extend into the tongue, or over one-half
the thickness below the groove.

27. Chipped grain consists in a part of the surface being
chipped or broken out in small particles below the line
of the cut, and as usually found shall not be classed as
torn grain and shall not be considered a defect.

28. Torn grain consists in a part of the wood being
torn out in dressing. It occurs around knots and curly
places, and is of four distinct characters — slight, medium,
heavy and deep.

Slightly torn grain shall not exceed 1/32 of an inch in
depth; medium, 1/16 of an inch; heavy, ^ of an inch; any
torn grain heavier than Y of an inch shall be termed deep.

29. Loosened grain consists in a point of one grain be-
ing" torn loose from the next grain. It occurs on the heart
side of the piece and is a serious defect, especially in
flooring.

30. Rot, Dote and Red Heart: Any form of decay
which may be evident either as a dark-red discoloration
not found in the sound wood, or the presence of white or
red rotten spots, shall be considered as a defect

Firm red heart shall not be considered a defect in any
of the grades of Common Lumber.

31. The grade of all regular stock shall be determined
by the number, character and position of the defects vis-
ible in any piece. The enumerated defects herein de-
scribed admissible in any grade are intended to be de-
scriptive of the coarsest pieces stich grades may contain,
but the average quality of the grade shall be midway be-
tween the highest and lowest pieces allowed in the grade

32. Lumber and timber sawed for specific purposes musi
be inspected with a view to its adaptability for the use
intended.

lo:

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CAR BUILDERS' DICTIONARY

LUM

33. All dressed stock shall be measured strip count,
vis.: Full size of rough material necessarily used in its
manufacture.

34. Equivalent means equal, and in construing and ap-
plying these rules, the defects, whether specified or not,
are understood to be equivalent in damaging effect to
those mentioned applying to stock under consideration.

35. Lumber must be accepted on grade in the form in
which it was shipped. Any subsequent change in manu-
facture or miUwork will prohibit an inspection for the
adjustment of claims, except with the consent of all parties
interested.

36. The foregoing" general observations shall apply to
and govern the application of the following rules :

37. B and Better Car Siding, Lining and Roofing will
admit any two of the following, or their equivalent of
combined defects : Sap stain not to exceed five per cent ;
firm red heart not to exceed fifteen per cent of the face ;
three pin knots ; one standard knot ; three small pitch
pockets; one standard pitch pocket; one standard pitch
streak; slight torn grain, or small kiln or season checks.
Where no other defects are contained, six small pin
wormholes will be admitted.

38. Select Car Siding will admit of one standard pitch
streak, one standard pitch pocket, or their eciuivalent; and,
in addition, will admit of not exceeding five pin knots and
two standard knots, or their equivalent ; ten per cent sap
stain ; firm red heart ; shght shake ; heavy torn grain ;
defects in manufacture or seasoning checks. Pieces other-
wise good enough for B, but containing a limited number
of pin wormholes shall be graded select. This grade is
intended to be accumulated from running B and Better
stock, and will consist of all the droppings which do not
contain defects in excess of those mentioned in this para-
graph.

39. No. I Common Car Siding will admit of the fol-
lowing defects or their equivalent : Sound knots, not over
one-half of cross section of the piece at any point through-
out its width; three pin knots or their equivalent; wane
Yz inch deep on edge not exceeding 1^< inches wide and
one-half the length of the piece; torn grain; pitch pockets;
pitch; sap stain; seasoning checks; slight shakes; firm red
heart and a limited number of small wormholes well scat-
tered. This grade is intended to be worked from fencing
stock, either kiln or air dried.

40. Select Car Lining and Roofing will admit of one
standard pitch streak; one standard pitch pocket, or
their equivalent, and, in addition, sound knots not over
one-half the width of the piece in the rough; ten per
cent, sap stain; firm red heart; slight shakes; heavy
torn grain; defects in manufacture, or seasoning checks.
Pieces otherwise good enough for B, but containing a
limited number of pin wormholes shall be graded
select. This grade is intended to Ije accumulated from
running B and Better stock, and will consist of all the
droppings which do not contain defects in excess of
those mentioned in this paragraph.

41. No. I Common Car Lining and Roofing will ad-
mit of the following defects or their equivalent : Sound
knots not over one-half the cross section of the piece
at any point throughout its length; three pin knots or
their equivalent; torn grain; pitch pockets; sap stains;
seasoning checks; firm red heart, and a limited number
of pin or small wormholes well scattered. This grade
is intended to be worked from fencing stock, either kiln
or air dried.

42. Standard Patterns. (Insert B/P reference, show-
ing net sizes after working.)

43. All-heart Car Decking or Flooring will admit sound
knots not over one-third of the cross section of the

piece at any point throughout its length, prcivided t:iey
are not in groups; pitch pockets; firm red heart; shake
and seasoning checks wdiich do not go through tlie
piece; loose or bea\y torn grain, or cither macliine
defects, which will lay without waste or will not cause
a leakage in cars when loaded «-ith grain. ^'lust be
strictly all heart on both sides and both edges.

44. Heart Face Car Liccking or Flooring will admit of
sound knots not over one-third the cross section of the
piece at any point throughout its length; provided lliey
are not in groups; pitch pockets; firm red heart; shake
and seasoning cheeks which do not go through the
[jiece; loosened or hea\y torn grain, or other macliine
defects, which will lay without waste, or will not cause
a leakage in cars when loaded with grain. Will admit
of any amount of sap provided all of the face side of
the piece is strictly all heart.

45. No. I Common Car Decking or Flooring will admit
of sound knots not over one-half the cross section of
the piece at any point throughout its length, provided
they are not in groups; pitch pockets; sap stain; firm
red heart; shake and seasoning checks which do not go
through the piece; a limited numlx-r of pin wormholes;
loosened or heavy torn grain, or other machine defects,
which lay without waste, or will not cause a leakage in
cars when loaded with grain.

46. Standard Lengths:

Car Siding— 8, 9, 10 and 12 feet or multiples.

Car Lining— S, 9, 10, 12, 14, 16, 18 and 20 feet or
multiples.

Car Roofing — 5 feet or multiples.

Car Decking or Flgoring — 9 and 10 feet or multiples.

All orders shall be shipped in standard lengths, unless
otherwise specified, but no lengths of either car siding,
lining or roofing shall be shipped, except in the lengths
specified or multiples thereof. Those who do not desire
stock shipped in multiple lengths should so specify.

car sills and framing.

47. No. I Common Lh-art Car Sills and Framing will
admit of sound knots, provided they are not in groups, the
mean or average diameter of which shall not exceed two
(2) inches; pitch; pitch pockets; slight shake; seasoning
checks, or other defects which will not impair its strength
more than the defects aforementioned. Must be sawed
from sound timber, free from dot}- or rotten red heart
and true to measurements, or at least the measurements
at no point on the sill shall be less than the size required.

Measurement of the girth at ;;ii\- point throughout the
length of the piece must show at least 75 per cent heart-
wood.

Cubical contents shall not be used as basis for obtaining
percentage of heartwooil under this rule.

48. No. I Common Cui- ."^'ills and Framing will admit
of sound knots, provided t1ie\' are not in groups, the mean
or average diameter of wdiich shall not exceed two ( 2 )
inches; pitch; pitch pockets; slight shake; seasoning
checks; sap; sap stain, or other defects which will not im-
pair its strength more than the defects aforcmentio.ied.
Must be sawed true to measurements and from sound
timber free from doty or rotten red heart; must be square
cornered, except that one (l) inch of wane on one o:irner
or one-half (J4) inch of wane on two corners is ad-
missible.

49. Siscs up to 6 inches in width shall measure full
when green, and not more than Ys inch scant when dry
or part dry. Sizes 6 to 12 inches in width shall measure
full wdien green and not more than % inch scant wdien
dry or part dry. Sizes 12 to 16 inches in width shall
measure full when green and not more than -l-^ inch scant

103

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CAR BUILDERS' DICTIONARY:

when dry or part dry. Unless otherwise specified, one-
fourth inch shall be allowed for each side which is to be
dressed. In pieces 3 by 6 inches and under when ordered
m lengths exceeding 30 feet, sound knots shall not exceed
one-quarter the width of the face through which they pro-
ject, and the grain shall not cross sufficiently to impair
the strength.

CLASSIFICATION AND GRADING RULES FOR

LOCOMOTIVE, FREIGHT AND PASSENGER

CAR OAK.

GENERAL INSTRUCTIONS.

Those wdio are not familiar with the anatomy of the oak
tree should, when reading over these rules, take into con-
sideration that the rule describes the poorest piece that
goes into the grade and that a large percentage is above
the grade described.

The term "Construction Oak" means all such products
of Oak in which the strength and durability of the timber
is the controlling element in its selection and use. The
following is a list of products wdiich are recommended for
consideration as "Construction Oak":

I. — Construction Oak.

^Cover
Locomoti

Maintenance of Way Material.

vc Timbers: Sills, End and Truck Tim-

(A)
(Bj
(C)

(D.)
hers.

(E) Car Timbers: Car Framing", including Upper
Framing, Car Sills, End and Truck Timbers, Car Deck-
ing, Inside Lining.

(G)

(H)

(D

(T)

(K)

(L)

Cover Maintenance of Way Material.

J

II. — Standard Defects.
Definition of "Defect." — I'ault, Blemish, Mark of Im-
perfection that will materially injure the strength.

Measurements which refer to the diameter of knots or
holes shall be considered as referring to the mean or aver-
age diameter.

IL— (A) Knots.

(1) Soiiitd Knot. A sound knot is one which is solid
across its face, and which is as hard as the wood sur-
rounding it; it may be any color and contain checks.

(2) Loose Knot. A loose knot is one not llrmly held
in place by growth or position.

(3) Pilli Knot. A pith knot is a sound knot with a
pith hole not more than J4 '"ch in diameter in the center.

(4) Rotten Knot. A rotten knot is one that is not
sound and not as hard as the wood surrounding it.

(5) Pin Knot. A pin knot is a sound knot not over }i
inch in diameter.

(6) Standard Knot. A standard knot is a knot not
over 2 inches in diameter.

(7) Large Knot. A large knot is a sound knot more
than 2 inches in diameter.

(X) Round Knot. A round knot is one which is oval
or circular in form.

(9) Spil:c Knot. A spike knot is one sawn in length-
wise direction. The mean or average width shall be con-
sidered in measuring this knot.

(10) Bird Pecli. Bruises apparently caused by bird
pecks during the growth process of the timber. Consid-
ered no defect.

II. — (B) Worm Defects.

(1) Pin Wormlwles. Pin wormholes are very small
holes caused by minute insects or worms. These holes
usually are not over 1/16 inch in diameter, or smaller, and
the wood surrounding them is sound and does not show
any evidences of the wormhole having any effect on the
wood other than the opening.

(2) Spot JVorni Defects. (Also known as Flag Worm
Defects.) Spot worm defects are caused, like pin worm-
holes, by minute insects or worms working on the timber
during its growth. The size of the hole is about the same
as pin wormholes, but the surrounding wood shows a col-
ored spot as evidence of the defect. This spot is usually
sound and does not affect the strength of the piece.

(3) Grub Wormholes. Grub wormholes are usually
from about ys to 3/16 inch in width and vary in length
from about 3/16 inch to 1 inch, and are caused by grub
worms working in the wood.

(4) IVooden Rafting Pinlioles. This defect sometimes
appears on river timber which has been rafted and holes
bored in the solid wood for tying the timber, and a solid
plug or pin driven in the hole filling it completely. These
defects must be treated and considered the same as knot
defects. Ordinary metal rafting pin or chain dog hole is
considered no defect.

II.— (Cj Sap.

Definition of "Sap." — The alburnum of a tree — the ex-
terior part of the wood next to the bark ; sap wood not
considered a defect.

Sound Lh-'art. The term sound heart is used in these
rules whenever heart of piece is split or opened and shows
on outside of piece and its condition is sound and solid,
not decayed. Openings between annual rings are checks
not considered a defect.

n.~(D) Wane.

Wane is bark or lack of wood from any cause on edges
of timber.

II. — (Ej Shakes.

Definition of "Shakes." — Shakes are splits or checks in
timber which usually cause a separation of the wood be-
tween the annual rings.

(1) Ring Shakes. Ring shakes are openings between
the annual rings usually showing only on the end of the
timber.

(2) Tlirough Shakes. Through shakes are shakes
which extend between two faces of the timber.

(3) Cliecks. A small crack in the wood due to season-
ing; not considered a defect.

II.— (F) Grain.

Crooked or Cross Grain. Crooked or cross grain oc-
curs where the grain crosses the piece within a section of
24 inches in running length of the piece. This is only con-
sidered a defect in certain smaller sizes of dimension for

specific purposes.

II.-(G) Rot.

Any form of decay which may be detected as giving the
timber a doty or rotten texture is a rot defect, including
what is commonly known as dry rot. Water stain, or
what are sometimes called scalded or burned spots, usu-
ally caused by timber lying in the water under certain con-
ditions before it is sawed, and burned spots where the tim-
ber is improperly piled green, not considered defects, as
they do not affect the strength of the piece.

Ill, — Standard Names for Construction Oak.
Standard names for Construction Oak timbers; White

104

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CAR BUILDERS' DICTIONARY

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Oak and Red Oak. Unless specially mentioned, these
terms include the following :

While Oak.
White Oak.

Burr or Mossy Cup Oak.
Rock Oak.
Post or Iron Oak.
Overcup.

Swamp Post Oak,
Live Oak.

Chestnut or Tan Bark Oak.
Basket or Cow Oak.
Yellow or Chinciuapin Oak.

Red Oak.
Red Oak,
Pin Oak.
Black Oak.
Water Oak.
Willow Oak.
Spanish Oak.
Scarlet Oak.
Turkey Oak.

Black Jack or Barn Oak.
Shingle or Laurel Oak.

Term: Mixed Oak means any kind

IV. — St.\nd.\rd Specifications f
Timbers.

of oak.
« Steuctur.\l Oak

(1) General Reqnireinents. Except as noted, all struc-
tural timbers shall be white oak, to be sound timber and
sawed specified sizes ; free from ring' shakes, crooked grain,
rotten knots, large knots in groups, rot, dote and wane in
amounts greater than allowed in these specifications.

(2) Boxed Hearts. Boxed hearts are permitted in
pieces 5 by 5 square and larger. The center of the heart
shall be boxed as near the center of the piece as practical,
and not to exceed 30 per cent of the pieces can have the
center of the heart nearer than lj4 inches from any face;
20 per cent may show one heart face, corner or edge, not to
exceed 75 per cent of the length of the piece.

IV.— (3) Wane.

EXPLANATION.

The term 20 per cent of number of pieces or amount
shipped refers to each item and size of each car shipped,

(a) Pieces 5 by 5 to 8 by 8 square may show 1 inch
wane, side measurement on any two corners or edges, and
this wane not to exceed more than 25 per cent of the
length of the piece singly, or 50 per cent in aggregate. In
the absence of wane on all corners excepting one, the one
corner may contain wane 50 per cent of the length of
the piece as above described ; not to exceed 20 per cent
of number of pieces may have this defect.

(b) Pieces over 8 by 8, including 12 by 12, square may
show 1^2 inches wane, side measurement, edge of any
two corners or edges, and this wane not to exceed more
than 33'.,3 per cent of the length of the piece singly. Or
66-/3 per cent in aggregate. In the absence of wane on
all corners excepting one, the one corner may contain wane
66y3 per cent of the length of the piece as above de-
scribed; not to exceed 20 per cent of number of pieces
may have this defect.

(c) Pieces over 12 by 12 square may show 134 inches,
side measurement, any two corners or edges, and this
wane not to extend more than 40 per cent of the length of
the piece singly, or 80 per cent in aggregate. In the ab-
sence of wane on all corners excepting one, the one corner
may contain wane 80 per cent of the length of the piece
as above described ; not to exceed 20 per cent of number
of pieces may have this defect.

(d) In event that pieces have two faces as wide as
above described and two faces narrower, the proportion
of the amount of wane is admissible.

(e) Pieces 1 inch to 5 inches thick, not exceeding 8
inches wide, are governed by defect specifications above
mentioned, with the exception that they shall not contain
wane, and not to exceed 20 per cent of pieces 2 inches
and thicker may show sound heart on one face ; pieces
under 2 inches thick must be free of heart. Pieces 8

inches and wider may contain wane as per paragraphs b
and d,

(f) Rough sizes of structural timber shall not vary
more than J-4 inch scant of specified size. Dressed sizes
may be yi inch scant after dressing,

V, — (B) Locomotive Timber Oak, Passenger Car Di-
mension Oak, Refrigerator Car Dimension Oak,
Thickness cut to order, widths cut to order, lengths cut
to order. Unless otherwise noted, must be cut from white
oak. This stock, wherever practical, should be cut out-
side the heart and must be free of heart shake in pieces
under 6 by 6 square. No attempt should be made to box
the heart in pieces smaller than 5 by 7, unless heart is
very small and tight. When heart is well boxed it must
be firm and tight, and the center of the heart must not be
nearer than 2 inches from any face. Must be sawed full
to sizes with square edges, and cut from sound timber and
free from wormholes, with the exception of a few small
pin wormholes well scattered, and an occasional spot
worm, None of these defects, however, to affect the ser-
viceability of the piece for the purpose intended. Must be
free from split, rot or dote, large, loose, rotten or unsound
knots, or, in other words, free of all defects aft'ecting the
strength and durability of the piece, Sound standard knots
well scattered not considered a defect.

V. — (C) Freight Car Timber.

Freight car dimensions, including all cars other than
refrigerator and passenger cars. Sizes cut to order.
Unless otherwise ordered, must be sawed from good mer-
chantable white or red oak timber. This stock must be
free of rot, shakes and splits, large, loose, rotten or un-
sound knots, any of which will materially impair the
strength and durability of the piece for the purpose in-
tended. This stock is intended to work full size and length
without waste for side posts, braces and end sills, end
plates, drafting timbers, cross ties, etc., used in the con-
struction of ordinary freight or stock cars. On pieces 3
by 4 inches or equivalent girth measurement and larger
(nothing under 2 inches thick), heart check showing on
one corner, admitted on twenty per cent of the pieces in
each car shipment. Well-boxed, sound hearts admitted in
this material in pieces 5 by 6 and larger.

On pieces 3 by 4 to 6 by 6, inclusive, or equivalent girth
measurement and larger (nothing under 2 inches thick),
in absence of heart defects, wane on one corner, 3^ inch
side measurement, admitted on not to exceed twenty per
cent of the number of pieces in each car shipment.

Pieces o\er 6 by 6 square may contain 1 inch wane, side
measurement, on one corner, with other conditions same
as 3 by 4 to 6 by 6 sizes,

CLASSIFICATION AND GRADING RULES FOR

DOUGLAS FIR CAR AND LOCOMOTIVE

MATERIAL,

1. The term "D.i
likewise as Vellnw,
or Puget Sound bir

2, Dou.!^la

vlas Fir" will cover the timber known
Red, Western, Washington, Oregon
ir Pine. Norwest and West Coast Fir.
fir /.umber shall be graded and classi-
fied according to the following rules and specifications as
to quality, and dressed stock shall conform to the sub-
joined table of standard sizes, e.rccl^t n'lierc otlier-a'ise e.v-
pressly stipulated betzveeu buyer and seller.

3, Recognized defects in Douglas Fir are knots, knot-
holes, splits, checks, wane, rot, rotten streaks, wormholes,
dog or picaroon holes, pitch seams, shake, pitch pockets,
chipped grain, torn grain, loose grain, solid pitch, stained
heart, sap stain and imperfect manufacture,

105

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CAR BUILDERS' DICTIONARY

LUM

KNOTS.

4. Knots shall be classified as pin, small, standard and
large, as to size; round and spike, as to form, and tight,
loose and rotten, as to quality.

5. A pin knot is tight and not over ^ inch in diameter.

6. A small knot is tight and not over J4 inch in
diameter.

7. A standard knot is tight and not over 1^ inches in
diameter.

8. A large knot is tight and any size over ly, inches
in diameter.

9. A round knot is oval or circular in form,

10. A spike knot is one sawn in a lengthwise direction.
The mean or average diameter of knots shall be consid-
ered in applying and construing these rules.

11. A tight knot or sound knot is one solid across its
face, is as hard as the wood it is in, and is so fixed by
growth or position that it will retain its place in the piece.

12. A loose knot is one not held firmly in place by
growth or position.

13. A rotten knot is one not as hard as the wood it is in.

PITCH.

14. Pitch pockets are openings between the grain of
the wood, containing more or less pitch and surrounded by
sound grain wood; they shall be classified as small, stand-
ard and large pitch pockets.

15. A small pitch pocket is one not over yg of an inch
wide.

16. A standard pitch pocket is one not over 3/s, of an
inch wide, or 3 inches in length.

17. A large pitch pocket is one over 3^ of an inch wide
or over 3 inches in length.

18. A pitch shake or seam is a clearly defined opening
between the grain of the wood and may be either filled
with granulated pitch or not, but in either case is consid-
ered a defect in any of the grades hereinafter described.

19. A pitch streak is a well-defined accumulation of
pitch at one point in the piece, and when not sufficient to
develop a well-defined streak, or where fiber between
grains is not saturated with pitch it shall not be consid-
ered a defect.

20. A small pitch streak shall be equivalent to not over
one-twelfth the width and one-sixth the length of the piece
it is in.

21. A standard pitch streak shall be eciuivalent to not
over one-sixth the width and one-third of the length of
the piece it is in.

WANE.

22. Wane is bark, or the lack of wood, from any cause
on edge.

SAP.

23. Bright sap shall not be considered a defect in any
of the grades provided for and described in these rules,
except where stipulated.

24. Sap stain shall not be considered a defect, except
as provided herein.

25. Discoloration of the heart of the wood, or stained
heart, must not be confounded with rot or rotten streaks.
The presence of rot is indicated by decided softness of
the wood where it is discolored or by small white spots
resembling pin wormholes.

MISCELLANEOUS.

26. Defects in rough stock caused by improper manu-
facture and drying will reduce grade, unless they can be
removed in dressing such stock to standard sizes.

27. All stock, except car sills and framing, shall be in-
spected on the face side to determine the grade. Stock
surfaced one side, the dressed surface shall be considered

the face side. Stock rough or dressed two sides, the best
side shall be considered the face, but the reverse side of
all such stock shall not be more than one grade lower.

28. Chipped grain consists in a part of the surface be-
ing chipped or broken out in small particles below the
line of the cut, and as usually found, should not be classed
as torn grain, and shall be considered a defect only when
it unfits the piece for use intended.

29. Torn grain consists of a part of the wood being
torn out in dressing. It occurs around knots and curly
places, and is of four distinct ^characters — slight, medium,
heavy and deep.

30. Slight torn grain shall not exceed 1/32 of an inch
in depth ; medium 1/16 of an inch, and heavy }i of an
inch. Any torn grain heavier than }i of an inch shall be
termed deep.

31. Loosened grain consists in a point of one grain
being torn loose from the next grain. It occurs on the
heart side of the piece, and is a serious defect, especially
in flooring.

32. The grade of all regular stock shall be determined
by the number, character and position of the defects, vis-
ible in any piece. The enumerated defects herein described
admissible in any grade are intended to be descriptive of
the coarsest piece such grades may contain, but the aver-
age quality of the grade shall be midway between the high-
est and lowest pieces allowed in the grade.

33. Lumber and timber sawed for specific purposes must
be inspected with a view to its adaptability for the use in-
tended.

34. r-lll dressed stock shall be measured strip count,
in::.: Full si::e of rough material necessarily used in its
nianufactiire.

35. Equivalent means equal, and in construing and ap-
plying these rules, the defects allowed, whether specified
or not, are understood to be equivalent in damaging effect
to those mentioned applying to stock under consideration.

36. Lumber must be accepted on grade in the form in
which it was shipped. Any subsequent change in manufac-
ture or millwork will prohibit an inspection for the ad-
justment of claims, except with the consent of all parties
interested.

37. The foregoing general observations shall apply to
and govern the application of the following rules :

The rules referred to under Sections 38, 39 and 40 gov-
ern 4-inch or 6-inch strips, and are intended to cover
strips used for car siding, car roofing and car lining.

The term "Edge Grain"is here used and synonymous with
vertical grain, rift-sawn, or quarter-sawed. The term
"Flat Grain" is synonymous with slash grain or plain
sawed.

No. 2 Clear and Better Edge Grain.

38. Material of this grade shall be well manufactured,
with angle of grain not less than forty-five degrees. This
stock shall be kiln-dried and practically free from all de-
fects, but will admit of bright sap on the face ; not ex-
ceeding three small close pitch pockets not over 2 inches
long, one pin knot, slight roughness in dressing, but not
a serious combination of these defects.

A'"o. 2 Clear and Better Flat Grain.

39. Material of this grade shall be well manufactured.
The stock shall be kiln-dried and practically free from all
defects, but will admit of bright sap on the face; not ex-
ceeding three small close pitch pockets not over 2 inches
long, one pin knot, slight roughness in dressing, but not
a serious combination of these defects.

No. 3 Clear.

40. Material of this grade shall be sound common lum-
ber and will admit of roughness in dressing, bright sap,

106

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CAR BUILDERS' DICTIONARY

MAI

and also may contain five pin, three small and one stand-
ard knot and five pitch pockets in any continuous 5 feet
of length of the piece ; or any combination of tight knots
or pitch pockets equivalent to those mentioned above.
This grade particularly refers to stock used for inside
lining of freight cars.

Standard Car Decking or Flooring.

41. Material of this grade shall be well manufactured
from sound, live timber and shall be free from splits,
shakes, rot, bark or waney edges, and unsound knots, or
pitch pockets, pitch seams or large knots which would
weaken the piece for the use intended. This grade will
admit of sound knots not to exceed one-third width of
the piece, provided they are not in clusters, and sap.

Coininoii Car Sills and Framing.

42. Material of this grade shall be well manufactured
from sound live timber, sawed full size to sizes ordered
and free from rot, unsound knots, cross grain, bark or
waney edges or shakes, but will admit of sap and any num-
ber of sound knots, provided they are not in clusters, and
do not exceed one-third width of piece ; pitch pockets or
pitch seams that would not weaken the piece for the pur-
pose intended.

43. Si:es up to 6 inches in width shall measure full
when green, and not more than yii inch scant when dry
or part dry. Sizes 6 to 12 inches in width shall measure
full when green and not more than % inch scant why dry
or part dry. Sizes 12 to 16 inches in width shall measure
full when green and not more than 3^ inch scant when dry
or part dry. Unless otherwise specified 54 inch shall be
allowed for each side which is to be dressed. In pieces 3
by 6 inches and under when ordered in lengths exceeding
30 feet, sound knots shall not exceed one-quarter the width
of the face through which they project, and the grain shall
not cross sufficiently to impair the strength.

44. Standard Lengths.

Car Siding — 8. 9, 10 and 12 feet or multiples.

Car Roofing — 5 feet or multiples.

Car LiNiXG— 8, 9, 10, 12, 14, 16, 18 and 20 feet or mul-
tiples.

Car Decking — 9 and 10 feet or multiples.

All orders shall be shipped in standard lengths, unless
otherwise specified, but no lengths of either car siding,
lining or roofing shall be shipped, except in the lengths
specified or multiples thereof. Those who do not desire
stock shipped in multiple lengths should so specify.

CLASSIFICATION AND GRADING RULES FOR
CYPRESS CAR MATERIy\L.

1. Cypress to cover Red, Gulf, Yellow and East Coast
Cypress, also known as Bald Cypress.

2. Cypress Lumber shall be graded and classified ac-
cording to the following rules and specifications as to
quality, and dressed stock shall conform to the subjoined
table of standard sizes, except zvhere othenvise expressly
stipulated betiveeii buyer and seller.

3. Recognized defects in Cypress are knots, knothholes,
sap, wormholes, shake, season checks, splits and wane.

KNOTS.

4. Knots shall be classified as standard and small, as
to size, and sound or rotten, as to quality.

5. A standard knot is sound and not to exceed \%
inches in diameter.

6. A small knot is one not exceeding 54 inch in di-
ameter.

7. A sound knot is one solid across its face, is as hard
as the wood it is in.

8. A rotten knot is one not as hard as the wood it is in.

9. Stained sap or bright sap shall not be considered a
defect in the material specified in these rules.

SEASON CHECKS.

10. Ordinary season checks are such as occur in lum-
ber properly covered on yard or season checks of equal
size in kiln-dried lumber.

WANE.

11. Wane is bark or lack of wood from any cause on
edge.

miscellaneous.

12. The grade of all regular stock shall be determined
by the number, character and position of the defects visible
m any piece. The enumerated defects herein described ad-
missible in any grade are intended to be descriptive of the
coarsest pieces such grade may contain, but the average
quality of the grade shall be better than the coarsest pieces
allowed in the grade.

13. Lumber sawed for specific purposes must be in-
spected with a view to its adaptability for the use intended.

14. All dressed stock shall be measured strip count, viz.:
Full size of rough -material necessarily used in its manu-
facture.

15. Lumber must be accepted on grade in the form in
which it was shipped. Any subsequent change in manu-
facture or millwork will prohibit an inspection for the ad-
justment of claims, except with the consent of all parties
interested.

16. The foregoing general observations shall apply to
and govern the application of the following rule. The rule
referred to in the following section is intended to govern
4-inch or 6-inch strips and to cover strips used for car
siding, car roofing and car lining.

CAR ROOFING AND SIDING.
"C and Better" Grade. — This grade will admit sound
knots, stained sap, pin worm holes, very slight shake and
other defects, but none that will prevent the use of each
piece in its full width and length for car roofing and car
siding ; may be random or specified lengths and may be
worked to pattern specified and graded from pattern side
or S2S and C. M. and graded from the better side.

CAR LINING.
Shall be specified widths and 8 to 20 inches in length.
Will admit tight knots, stained sap, pin wormholes, slight
shake and other defects, but none that will prevent the
use of each piece in its full width and length for car lining
purposes.

Lunch Counter Car. A passenger equipment car fitted
up with a luncli counter for serving light meals.

M

Magazine (Base Burning Stove). A general term for
a receptacle for coal before it reaches the fire-pot
proper, usually situated directly above the latter.

Magnets, Application and Release. Fig. 1336. LTsed in
connection with electro-pneumatic brakes. See Elec-
tro-Fneuiiatic Brake.

Mail Apartment. Figs. 259, 260. Similar to an alley
apartment, but extending the full width of the car.
See Alley Apartment,

Mail Bag Hook (Postal Car). Fig. 1719. A hook for
securing the mail bags to the mail bag rack.

Mail Bag Rack (Postal Car). Fig. 1719. A rack for
mail bags, etc.

Mail Car. See Postal Car.

107

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CAR BUILDERS' DICTIONARY

MAR

Mail Car Lamp. Figs. 2204, 2495-97, 2519, 2520, etc. A
lamp used for lighting mail or postal cars.

Mail Catcher or Collector. Fig. ^.7\5. A contrivance
consisting of a bent iron bar attached to the door
of a postal car for tal<ing up or "catching" mail
bags while the train is in motion.

Mail Catcher Bracket. Fig. 1715. Tlie brackets or
sockets on eitlier side of the postal door which hold
the mail catcher.

Main Cock (Pintsch Gas Lighting). Figs. 2110, 2112. A
cock usually placed in the saloon for the control of
the low pressure supply. It regulates all the burn-
ers at once, in addition to which there are separate
cocks to each.

Main Cock Cover (Pintsch System), Figs, 2110, 3111.
A cast-iron cover with hinged lid to fit over the
key shaft of the main cock. It is screwed to the
side of a car or to a bulkhead.

Main Floor (Refrigerator Car). G, Figs. 374, 375. The
top layer of boards in the floor of the car.

Main Reservoir (Air Brake), A cylindrical tank, car-
ried on the locomotive, or motor car, to hold a sup-
ply of compressed air. So called in distinction from
the auxiliary reservoirs under each car.

Main Roof (Refrigerator Cars). P, Figs. 374, 375. The
outside roof. See Car Roof. On cars with clere-stories,
the lower deck, or that part of the roof over the sides
of the car and on either side of the deck or clere-
story.

Male Center Plate. The body center plate is sometimes
called a male center plate. See Center Plate.

Malleable Iron. Cast iron which has been annealed
and the brittleness greatly decreased by packing the
castings in iron pots containing forge scale, hematite
ore or some other oxide of iron and subjecting them
to a continued red heat for from four to six days.
They are then allowed to cool slowly. The change
which takes place is internal, and while little or no
carbon is removed its physical condition is changed
from graphitic to amorphous or cement carbon and
the iron is rendered less brittle. Malleable castings
can be bent within moderate hmits, but are not truly
malleable like wrought iron.

Manhole. An opening in a boiler or tank to enable a
man to enter and make inspection or repairs.

Manhole Cover. Ill, Fig, 355, A plate or lid to close
a manhole.

Manhole Cover Chain. A chain with which a manhole
cover is fastened to a tank to prevent it from falling
when the manhole is open.

Manhole Hinge. -\ hinge In' which a manhole cover
is attached to the manhole ring.

Manhole Ladder (Tank Cars). 103, Fig, 355, An iron
ladder extending down into the tank under the man-
hole to allow workmen to descend for purposes of
cleaning, inspection or repairs.

Manhole Ladder Brace (Tank Cars), 104, Fig, 355,
.A. wrought iron piece attached to the inside of the
tank and to the manhole ladder to keep the latter in
a vertical position.

Manhole Ring. x-\ metal ring riveted around a man-
hole, and forming a scat for the cover.

Manifold. See Ti-isEE-PirE AIanifold,

Mansell Retaining Ring. Figs, 1121-1125; 1131-1134, A
mode of connecting steel tires to the wheel centers by
a ring of an approximate L or U cross-section, which

secures the tire to the wheel, so that every part of
the tire is securely held, into however many pieces it
may be ruptured. This ring is almost universally used
in English passenger service.
Mantle. Figs. 2375, 2376. A device used as a burner in
mantle gas lamps, so constructed that when the gas
is ignited the mantle becomes incandescent. See
Pintsch Mantle Lamp.
Mantle Lamp. See Pintsch Mantle Lamp and Vapor

Syste.v[,
Marker. A lamp or flag used to indicate the rear end

of a train. See Tail Lamp,
Marker Bracket. Figs. 1883-1886; 1888, 1891. A term
used to indicate both the bracket or socket on a car
which supports marker or tail lamps as well as flags;
and the bracket or arm which fits into the socket and
supports the tail lamp.
Marking on Freight Equipment Cars (M. C. B. Recom-
mended Practice). Fig. 2758 See also LetteriiNG
Cars.
In 1909 the following was adopted :

1. Freight Equipment Cars that have a superstructure
which will permit should be stenciled with markings on
sides of car, in the following order :

Lettering (Initials or name of Road),
Number,
Capacity,
Light Weight.
This marking is to be located as nearly over the truck
as the lettering will permit, preferably to the left of center
line of side of car. On box and other house cars where
doors slide to the left, the above marking may be placed
to the right of center line of side of car. On any other
cars where the construction makes it necessary, this mark-
ing may be placed either to the right of center line of side
of car, or in the center of side of car. The distance from
the center line of coupler to the bottom of car number to
be normally 2 feet 4^2 inches, with a minimum dimension
of 1 foot Wy^ inches, and a maximum of 2 feet 10'/:
inches. The spacing of the remaining marking to be as
shown on diagram.

The ends to show the initials or name of road, car
number and hght weight, in the upper half of end of car.
On box or other house cars having end doors this lettering
should be so located that it will not be obscured when
doors are open.

Flat and low-sided gondola cars should show the letter-
ing (initials or name of road), number, capacity and light
weight on the side of car in the best available location
offered by the construction of the car. Suggestions as to
the arrangement of this lettering are shown on the dia-
grams. When possible the sizes of lettering and figures
should correspond with present Recommended Practice
The end marking on flat cars may be omitted.

Side and end doors should be stenciled with the initials
or name of road either on the outside or inside of door.
If placed on the inside the stenciling should be so located
that it wiU not be defaced by the sliding of the door.

In 1911 it was agreed that the "date weighed" should
include the station symbol where weighed.

In 1911 designating marks for cars equipped with United
States Safety Appliance Standards were adopted as
follows :

For cars built on or after July 1, 1911:

UNITED STATES • - '

SAFETY APPLIANCES,

"108

MAS

CAR BUILDERS' DICTIONARY

MAS

For cars built prior to July 1, 1911:

UNITED STATES
SAFETY APPLIANCES.

The above markings to be used on each side of the car :
letters, if stenciled, to be not less than 1 inch in height and
as per M. C. B. standards for lettering for freight cars ;
letters, if on a metal badge plate, to be not less than 1/16
inch and have not less than ^'g-inch bar or staff. The
arrangement of the words to be as near as possible as
shown above.

A metal badge plate, 3':. by 10 inches, with the proper
marking is preferred, one plate to be secured on each side
of the car by four bolts or rivets, if on metal cars, and by
four bolts or screws, if on wooden cars, the bolts, rivets or
screws to be not less than J'4-inch diameter. The badge

o UNITED STATES

o

SAFETY-APPLIANCES
o STANDARD o

plate to be of metal as shown on drawing herewith.

In 1912 the following paragraphs were incorporated
under this head and the star indication added to the
drawing:

Wooden and steel underframe cars one year old should
be reweighed and restenciled, the weight to be followed by
one star ; cars two years old should be again weighed and
stenciled, the weight to be followed by two stars : cars
three or more years old should be again weighed and
stenciled, the weight to be followed by three stars, which
will indicate final weight.

Steel cars should be reweighed and restenciled after they
have been in service twelve months, the weight to be fol-
lowed by three stars, indicating final weight.

In 1912 the minimum height of number on steel under-
frame gondola cars above the center line of the coupler
was changed from 1 foot 10;4 inches to 1 foot 5 inches, and
the drawing changed accordingly.

Mast (Of a Derrick or Crane). The main upright
member against which the boom abuts.
(Of Brake Gear.) A Br,\ke Shaft.
Mast Pocket (Derrick or Wrecking Car). A heavy
casting under the car floor serving as a socket for
supporting the mast of a derrick to hold it upright.
M. C. B. Standards. See Air P>rake Appliances; Air
Brakes, Cleanino .\nii Testing: Air Brakes, Gen-
eral Arrangement and Details: Air Br.vke Hose
Coupling and Ring : Atr Brake Hose Label : Air
Brake Hose Specifications: Arch Bars, Column and
Journal Box Bolts: Al;tomatic C.\r Coupler,- .Auto-
matic Car Coupler Contcur Line and Limit Gages:
Automatic Car Coupler Guard Arm : Automatic Car
Coupler Head; Automatic C.\r Coupler. Height op;
Automatic Car Coupler Specifications (Include Sep-
arate Knuckle and Kni^ckle Pivot Pin Specifica-
tions) ; Alitomatic C.\r Coupler and Yoke Gages;
Axles; Brake Beam Details and Cap.\cities ; Brake
Beam Specifications and Tests ; Brake Chain ;
Brake Head Gage; Brake Head and Shoe; Brake
Lever Pin Hole Gage; Brake Shoe Specifications;
Brake Staff C.\rrier Iron : Brake Staff FIeight ;
Center Plate : Center Sills Spacing ; Door Fixtures,
Box Car; Drop Test Machine; Followers, Draft
Gear; Guard Rail and Frog Wing Gage; Journ.\l
Bearing and Wedge Gages ; Journal Boxes and De-

tails ; Knuckle, Autom.\tic Car Coupler; Knuckle
Contour Line and Limit Gages; Knuckle Pivot Pin
Testing Machine; Knuckle Specifications; Letter-
ing Cars; M. C. B. P.\mphlet and Stationery Sizes;
Pedestals; Pipe Unions; Rules for Loading IIate-
RiALS; Screw THRE.\ns. Bi lt He.\ds ,\nd Nuts; Siding,
Flooring, Roofing and Lining; Signal Lamp Socket;
Sills, Uniformity for Section; Tank Cars, Specifi-
c.\TioNS ; Wheel Check G.\ces ; Wheel Circumfer-
ence Measure; Wheel Defect Gage; Wheel Flanges,
Distance Between; Wheel Flange Thickness
G.\CES ; Wheels, Limit Gages,- Wheels and Track
Gaging Points; Wheel Tread and Flange For.m.

M. C. B. Recommended Practice. See Air Br.\ke De-
fect Card ; Air Brake Hose, Location of Label ;
Automatic Car Couplers (Area of Lock Be.\ring
Surface); Axles; Axle Specifications: Bolster
Si'EciFic,\TioNS ; Bolt Heads, Square; Box Car Fram-
ing: Box Cars, Height and Width; Box Cars, Inside
Dimensions; Brake Beam Details; Br.ake Beam
Gage; Brake Beam Gage Limiting Outlines; Car
Classifications; Dlor, Door Jamb, Etc., of Sti:ck
Cars, Rounding Corners; Door Fixtures, End; Elec-
tric Lighting: Examin.\tii.n of Car Inspectors,
Rules; Foundation Br,\ke Ge.\r. High Speed; Limit
Gages for Round Iron; Marking on Freight Eouip-
MENT C.\RS ; Rlfriger.\tor Cars. Floors and Ice
Tanks; Safety Chains, Platform; S,\fety Chains
for Steel and Wooden Freight Cars; Spring and
Spring C.\ps for Freight Car Trucks; Stake Pock-
ets, Temporary; St.\ke Pockets, Temporary Longi-
tudin.\l Spacing; Stake Pockets. Permanent; Steam
.\nd Air Connections for P,\ssenger Eoiup.ment
C-\rs ; Tempor.xry Safety Chains; Tires. Minimum
Thickness; Trlick Sides. Cast Steel. Specific.\tions ;
Wheels. Cast Iron; "Wheels. ALjuntkxg: Wheels,
SiiLiD Steel. Sizes; Wheels. Solid Steel. Plane Gage;
Wheels, Solid Steel. Rotundita' Gage; Wheels,
Specific.\tions ; AVheels, Steel, Branding; Wheels,
Steel^ Gage for Rim Thickness ; Wheels, Steel
Tired, Tire Fastening: Wheels, Steel and Steel
Tired, Di,\meter; Wheel Tread and Fl.vnge for Steel
AND Steel Tired W' heels ; AVheels, Wrought Steel,
Specifications.

Master Car Builders' Association Pamphlet and Sta-
tionery Sizes (M. C. B. Standard). In 1893 a
standard size of 6 inches by 9 inches was adopted for
M. C. B. reports.

p,\mphlets, catalogs, specifications, etc.

In 1894 standard sizes for publications of this na-
ture were adopted and the size of postal card circular
was changed in 1895 so that they are now as follows:

For postal card circulars, 3J/2 inches by 5 J-2 inches.

I'or pamphlets and trade catalogs, 3'/2 inches by 6
inches, 6 inches liy 9 inches, 9 inches by 12 inches.

For specifications and letter paper, 8 inches by 10',4
inches.

In connection with these standards it was decided
tliat a standard practice should lie to have the jiroper
standard dimensions, and the word "standard" printed
on the upper left-hand corner of title-page or cover
whenever practicable.

In 1912 the standard size of specifications and letter
paper was clianged to the Government standard,
namely, 8 by IOJ-2 inches.
Master Controller. Figs. 2575, 2580. See Control
System.

Master Key. A key which commands many locks of a
certain set, the kevs of which are not interchan.geable.

109

MAT

CAR BUILDERS' DICTIONARY

MUL

Match Box Holder. Fig. 1879.

Match Striker. Figs. 1878, 1882. A metal plate with a
rough surface.

Match Striker Frame. A metal frame for holding a
piece of sand or emery paper on which to strike
matches.

Materials, Rules for Loading of. See Rules for Load-
ing Materials.

Mattress (Sleeping Cars). Figs. 1S04.

Meat Timbers (Refrigerator Car). Tlie vertical and
horizontal timbers inside the refrigerating chamber
on which the meat is suspended.

Mercury Vapor Lamp. Fig. 2S20. A lamp consisting of
a tube containing mercury through which the elec-
tric current is passed, vaporizing the mercury and
giving out a greenish Hght.

Metal Hose. Figs. 1926, 1927. See Hose.

Metal Screw Thread. A form of screw thread used
when both the male and female screws are made
of metal. Metal threads are made of the same size
as the spaces between them, whereas the spaces be-
tween wood screw threads are made wider than the
projections. See also Sellers System of Screw
Threads.

Meter. See Condensation ]\Ieter.

Mica Chimney (Pintsch Lamp). Fig. 2373. A chimney
for use on all center lamps, being placed immediately
above the ring reflector, allowing a portion of the
light to be directed toward the roof of the car,
(Lantern), Fig. 1887.

Micrometer Gage. A form of gage for very minute
and exact measurements.

Middle Door Rail. A horizontal bar in a door frame
intermediate between the top and bottom rails. See
Door Frame.

Middle Transom (Si-x-Wheel Trucks). 21, Fig. 966;
Fig. 977. The term applied to the two transoms
nearest the center of the truck, in distinction from the
two outside transoms.

Milk Car. Figs. 378 and 381. A car similar to a re-
frigerator car, but generally built for operation in
passenger trains for carrying fresh milk in cans.

Miller Coupler. A form of automatic coupler for pas-
senger cars largely in use before the general adoption
of the M. C. B. type of vertical plane coupler. It
consisted of a shank and a head with a fixed pro-
jection or hook which engaged with a correspond-
ing hook when cars were brought together, by side
displacement of the drawbars. To uncouple, one or
both of the drawbars were pulled to one side by an
uncoupling lever and chain operated from the plat-
form. A strong spring kept the drawbars normally
in the center line of draft.

Mine Car. Figs. 203, 205, 206. A small car for carrying
minerals in mines, usually having four wheels, and
provided with a dumping device by which the load
may be quickly and completely discharged.

Mineral Wool. A substance having much the appear-
ance which its name implies, manufactured from the
slag of iron furnaces by throwing against it while in
the molten state a strong blast of air. It is used for
deadening in passenger cars and also largely as a
non-conductor for coating steam pipes and boilers.

Molding. Figs. 1444, 1446, 1447. "A mode or orna-
mentation by grooved or swelling bands or forms,
following the hne of the object." — Knight. Small

moldings are often termed beads and also fillets. A
cove molding is one of concave section. There are a
great variety of other special technical terms for
diiiferent forms of moldings. Moldings are either
straight or waved. See also Deck Eaves Molding^
Eaves Molding, Window Cove Molding, Window
Molding, Window Sill Molding.

(For Car Seats.) Also called seat back bands or
seat molding. A metal band to finish the edge of the
seat back. Plush or leather covered strips are also
used.
Molding Joint Cover. A piece of wood or metal in
some ornamental form for covering the joints of
two pieces of molding.

Monitor Top. A Clere-Storv.

Mortise Lock. Fig. 1674. A lock adapted to be in-
serted into a mortise in the edge of a door, so as only
to expose the selvage or edge plate. See Lock.

Motor (Electric). Figs. 2533-35; 2541, 2548. 2561, 2567.
A machine for converting electrical energy into me-
chanical energy of rotation. I\Iay be operated by
either alternating or direct current.

(Gasolene). Figs. 2598, 2601, etc. An internal
combustion engine, using gasolene as the means of
power.

Motor Bearing. See Fig. 2546 for the details of rail-
way electric motor bearing.

Motor Cut-Out. Fig. 2558. A switch in the bottom
of a controller which, when opened, cuts out one
motor of a two-motor equipment or two motors of
a four-motor equipment.

Motor Car. Figs. 189-197, 199-202, 204, 208, 209, 308, 419,
421, 422, 2598, etc. A car driven by some form of
motor which is carried by the car itself. The com-
mon types of motor cars are electric, which receive
current from a third rail, trolley wire or storage bat-
teries : gasolene, which are propelled by internal com-
bustion engines; gasolene-electric or gas-electric,
which obtain power from an electric generator driven
by an internal combustion engine carried in the car;
and steam, which obtain power from a steam boiler
and engine located in the car. See Car, M. C. B.
Class E and Self-Propelled C.\r.

Motor Controller. See Controller.

Motor-Driven Air Compressor (.Vir Brake). An air
compressor driven by a motor for use on electric
cars. See Air Compressor.

Motor Inspection Car. Fig. 2599, etc. A small four
wheel car with seats, propelled by a gasoline engine.

Motorman's Air Brake Valve. See Brake Valve.

Muck Bar. "Bar iron which has passed once through
the rolls. It is usually cut into lengths, piled, and
rerolled."— Knight. Certain grades of iron axles are
made directly from muck bars and contain no scrap.

Muffler (Vacuum Brake). A -'.vice to render noiseless
the emission of steam at tlie ejector when brakes
are applied. It is simply a collection of beads or shot,
through the interstices of which the steam forces its
way.

MufHer Exhaust. See Exhaust Muffler.

Muley Axle. An axle without collars.

Mullion. A bar between panes of glass or panel work.
See Door Mullion.

Multiple Unit Control (Westinghouse). With the
the Westinghouse unit-switch system of automatic

muhinlp-nnif rnn+rnl fVio iiTiif-exxrlf/^V^oc. ti.V,:..u -,«^

110

MUL

CAR BUILDERS' DICTIONARY

NEE

form the same functions as contactors, are operated
by compressed air at 70 lbs. per sq. in., taken from the
air-brake system, the pistons being controlled by
electro-magnetic needle valves. These switches are
interlocked and automatically make the proper com-
binations of motor connections with the resistances.
A limit relay is used for arresting the sequence of
switch movements when the main motor current valve
rises above a safe amount. The master controller
consists of a small box containing a horizontal drum
or roller and suitable contact fingers. The operating
handle revolves in a vertical plane, and w-hen moved
to the right the motors accelerate forward to full
speed ; when moved to the left the motors accelerate
to full speed reverse. There are three points or posi-
tions in each direction. The first is the switching
point and throws all motors in series with full resis-
tance in cricuit. The second point is the series posi-
tion and the motors can be operated continuously in
series at half speed with the handle in this position.
The third point is the parallel position and the motors
are connected in multiple with full power. To cut
off the current, the pressure on the controller handle
is released and a spring returns it to the "off" posi-
tion. Current for the control circuit is obtained from
a small storage battery of 7 cells, giving 14 volts.
Multiple-unit control apparatus for single-phase
equipments differs liut slightly from that used for
direct-current motors. The contactors control circuits
of varying voltage taken from taps on the auto-trans-
former. The speed of the motors is thus regulated
by varying the voltage impressed on them.
Multiple Unit Control System tSprague-General Elec-
tric). Figs. 2595-6. A system of control where one
or more controllers are operated from a distance.

This system has been developed with special ref-
erence to the operation of a train consisting of sev-
eral motor cars coupled together, all motors being
controlled simultaneously by a single operator. Each
motor car is equipped with a motor controller, one
or two master controllers, and control couplers, to-
gether with such other apparatus as switches, fuses,
rheostats, etc, as constitutes a complete operative
motor car equipment.

The motor controller consists of a number of elec-
trically operated switches, called "contactors," wdiich
close the various power and motor circuits, and which
carry only the current for the operating coils of the
contactors. These latter are designed to open the
motor circuit contacts by gravity, and are provided
with an eiTicient magnetic blowout for quickly and
positively disrupting the arc thus formed. The motor
controller also includes an electrically operated re-
versing switch, called "reverser," the function of
which is to connect the motor armatures and fields
in the proper relations for giving forward or back-
ward movement of the car. The reverser consists
of a drum liaving two positions and carrying the
necessary contacts for engaging fixed contact fingers,
together with two operating coils, one for throwing
the reverser to each position. The operation of this
reverser is also effected by the master controller.

The master controller is similar in construction to
the ordinary hand controller, but very small and eas-
ily operated. It is provided with separate operating
and reversing interlocked handles, and has a mag-
netic blowout for disrupting the arcs formed on
opening the control circuit connections.

The combinations of motors, rheostats, etc., effected
by the motor controllers are the same as those ac-

complished by ordinary hand controllers, giving
series and parallel operation of motors and two eco-
nomical running speeds. (See Controller.)

Where several cars are coupled in a train the con-
trol circuits of the various cars are joined by means
of couplers located at the end of each car, so that
all motor controller operating circuits and all mas-
ter controllers are connected together, making all of
the motor controllers operative from any master con-
troller. The cars may be coupled into a train with-
out reference to their relative positions, and either
end of any car may be coupled to any other car in
the train.

The couplings for connecting the control circuits
between cars consist of a coupler socket fixed to the
end of the car, and a jumper consisting of two coupler
plugs connected by a multiple cable. The coupler
sockets and plugs contain corresponding metal con-
tacts for the connection of the electrical circuits.

A cut-out switch is provided on each car, by means
of which damaged motors or motor controllers may
be disconnected from the energizing circuits.
Multiplier (Electric Lighting). Fig. 2322. A device
used in connection with a lamp regulator to prevent
\'ariations in the current supply to the lamps.

N

Nail. "A small pointed piece of metal, usually with a
head, to be driven into a board or other piece of
timber, and serving to fasten it to the other timber."
— Webster.

The common nails of commerce are divided into cut
nails, and clinch nails, and wire nails. They are dis-
tinguished in size by the number of pennies, as lOd.,
20d., etc, nails.

Nailing Sill, See N.^iling Strip and Floor Nailing
Strip.

Nailing Strip. 194 and 194a, Figs. 285-288; 14, Fig. 342;
J, Figs. 374, 375; 21, Fig. 383; 9, 10, 11, Fig. 410. A
- strip of wood laid over a metal frame and bolted to
it, to which the boards are nailed in a combined wood
and steel car. In refrigerator cars, where there is
generally more than one floor course, nailing strips
are also used. They are also used in some cases for
fastening insulation. See also Side N.viling Strip-
and Furring.

Nailing Strip Bracket. 193, Figs. 285-288. A bracket
secured to the sills to hold in place the Nailing Strip.

Nailing Strip Cross Ties. Light members of a metal
underframe extending across the sills for the purpose
of supporting the nailing strips.

Name Plate. See Door N.xme Plate and Notice Plates.

Narrow Gage. The distance in the clear between the
heads of the rails of a railroad when less than 4 ft.
Sy2 in. See Gage.

Narrow Vestibule. See Wide Vestibile.

Needle Beam. 22, Figs. 285-288, 368, 374, 375: 28, Fig.
383; 26, Figs. 423-425; Figs. 483-485. The transverse
members of the underframe fif a car lietween the
body bolsters which support the truss rod queen
posts. Also act as crosstics for the longilurlinal
sills. The term needle beam is sometimes applied to
w]i;it is more properly a cross l^carer or cross tie.

Needle Beam Bottom Tie Plate, 6, Fig. 410. A plate
which extends across the bottom of a needle beam of
llie built-up type and ties the variLius members
together.

Needle Beam Center Filler, 15, Fig. 410. .\ casting

111

NEE

CAR BUILDERS' DICTIONARY

between the center sills, forming a part of a needle
beam of the built-up type.

Needle Beam Truss Rod. A truss rod used in a built-
up form of needle beam. Such a needle beam con-
sists of the Cross Tie Timber, Queen Posts and
Truss Rod. See also Cross Tie Timber Truss Rod.

Negative. An arbitrary term used in electrical en-
gineering to distinguish the pole or connection toward
which current is considered to flow, from the positive
pole or connection away from which current flows.
Thus direct current always flows from the positive
pole or brush of a battery or dynamo through the
external circuit and back to the negative pole or
brush. Positive poles are distinguished on draw-
ings by a plus (+) sign, and negative poles by a
minus ( — ) sign. In a ground return system the
ground connection is always negative.

Nest Spring. A spiral spring with one or more coils of
springs inside of it. See Helical Spring.

Night Latch. Eig. 16SS, etc. A spring door lock which
requires a key to be opened from the outside, but
which can be opened from the inside without one.
See L.'VTCH.

Nipple (Pipe Fittings). Figs. 1946, 1966. A short pipe
with a screw thread cut on each end, used for con-
necting couplings, tees, etc., together or with some
other object, as a tank or heater. For combination of
strainer and nipple used in car heating apparatus, see
Figs. 1970 and 1971. For air brake hose nipple, see
Air Brake Hose Nipple.

Non-Pressure Head (Brake Cylinder). The cover for
the end of the brake cylinder opposite to that having
air pressure against it. It has an opening in the
center for the piston rod.

Non-Vestibuled Car (Passenger Eciuipment). Figs.
99, 100, 102, 105, 112, 126, 129, 130, 133, 134, 137, 138.
141, 157, 411, etc. A car having either open plat-
forms, with hoods, or having dummy ends.

Nosing (of a Lock). A Keeper.

(Of Steps). The part of a tread board which pro-
jects beyond the riser, hence the metallic moldings
used to protect that part of the tread board. The
nosings should be distinguished from the step facings.

Notice Plate. Figs. 1870-1871. Varieties are the plat-
form notice plate, saloon notice plate, etc.

Nozzle. See Tank Nozzle.

Nut. "A small block of metal or wood containing a
concave or female screw." — Webster. Nuts take their
name from the liolts, rods or other parts to which
they arc attached. They are usually either square or
hexagonal. See Screw Threads.

Nut Fastener. See Nut Lock.

Nut Lock. Figs. 1423, etc. A device for locking the
nut in place on the bolt after it has been drawn up.
See also Lock Nut. .'Ylso called nut fasteners.

Nuts. See Screw Threads, Bolt Heads and Nuts.

o

Oakette. An artificial leather used for curtains and
upholstering. It is made by coating a cloth fabric
with a compound which ijives it the appearance of
leather.

Observation-Buffet Car. See Bltfpet Car and Observa-
tion Car.

Observation Car. Fig. 171. A car equipped with an
observation end. See Car and Observation End.
.A special type of observation car is also in limited

use in mountainous regions and generally has open
sides and seats arranged in tiers.

Observation End. Figs. 155, 171, 185, 187. That end of
a car which is fitted with an extended platform and
large windows for the purpose of affording passen-
gers an unobstructed view. Commonly applied to
parlor, sleeping and business cars, which are run as
the last car in a train, from which passengers may
get a view of the country, and especially of the track
and structures.

Observation Parlor Car. Fig. 171. A parlor car with
an observation end. See Observation End.

Observation Platform Railing. Figs. 582-584.

Otservation Eleefing Car. A sleeping car with an
Observation End. See Observation End.

Officers' Car. A Business Car.

Oil Box. A Journal Box.

Oil Car. A car made especially for the transportation
of mineral oil. Some' oil cars are built for carrying
barrels of refined oil. Crude oil and refined oil are
usually carried in Tank Cars.

Oil Lamp. Figs. 2525-31. A lamp for burning oil. See
Tail Lamp.

Open Door Stop. A block of iron or wood fastened
to the side of a freight car to prevent a sliding door
from sliding too far when opened.

Open Platform. Figs. 100, 102, 119-122, 125, 157, 532,
536-538, 540, etc. A platform covered by a hood or
canopy but not enclosed by a vestibule.

Ore Car. Figs. 31-34, 36, 310-315. A hopper car made
especially for carrying iron or other ores. Because
of the great weight of ore relative to its bulk, ore cars
are generally shorter and consequently of less cubic
capacity than other forms of hopper cars. See also
Car.

Ormolu. A style of bronzing. ,

Ottoman. A carpet-covered movable cushion serving
as a foot rest.

Outer Intermediate Sill. A term applied to the two
intermediate sills next to the side-sills, to distinguish
them from the two intermediate sills adjacent to the
center sills, which are the inner intermediate sills.

Outside Body Truss Rod. When two or more truss
rods are used under each side of a car body those
farthest from the center are called outside body
truss rods, in distinction from the inside truss rods.

Outside End Piece (of Wooden Truck Frame). Fig.
974. The end piece nearest the end of the car, in dis-
tinction from the inside end piece. See End Piece.

Outside End Sill. A type of box car framing in which
the end sill projects outside the sheathing, forming a
narrow platform at the ends of the car.

Outside Hung Brake. Brake gear hung so that the
shoes licar on the outer side of the wdieels, or the side
of the wheels away from the bolster.

Outside Sills. The side sills.

Outside Transom (Six- Wheel Trucks). 22, Fig. 966.
The term applied to the two transoms farthest from
the center of the truck, in distinction from the middle
transoms.

Outside Wheel Piece Plate. An iron plate fastened
to the outside of a wheel piece to strengthen it.

Outside Window Sill. A horizontal piece of wood or
iron under a window on the outside of a car on which

the sash rests.

112

OUT

CAR BUILDERS' DICTIONARY

PAR

Outside Window Stop. A wooden or metal strip at-
tached to a window post on the outside of a sash to
hold the latter in its place.

Overhang (of a Roof). The projection beyond the
sides.

(Of a Car Body.) ' That part of a car body be-
tween the body bolster and end.

Overhang Brace Rod (Passenger Equipment Car
Framing). A truss rod extending over the side sills
and between the sheathing and wainscoting. Its olhce
is to sustain and stiffen that part of the underframe
w'hich overhangs at the ends and outside the bolsters.

Overhead Equalizer Spring (Vestibule). A face plate
buffer spring is a more appropriate term, as it cor-
responds to the side stem buffer spring of a platform
ecpiipment.

Overhead Lining (Refrigerator Cars). See Ceiling,
Overhung Door. A sliding door which is hung from
or supported on a rail above the door.

P

Package Rack. A basket rack.

Packing. Any substance used to fill a gland to make a
tight joint around the valve stem or spindle. Leather,
rubber or metal rings used to serve the same purpose
on a piston. Also the oiled waste used for lubricating
journals.

Packing Blocks. Rectangular blocks gained into the
center sills and draft timbers, and serving the purpose
of connecting them firmly together longitudinally. The
term is borrowed from bridgework, in which the form
of packing block is very common. They are called
key blocks.

Packing Expander (Air Brake). A spring wire ring
for spreading out the leather packing of the brake
piston so as to make it fit air-tight.

Packing Leather (of Journal Boxes). A dust guard is
sometimes called packing leather.

(Air Brake.) A ring of leather used in connec-
tion with brake cylinder pistons to make an air-tight
fit. When so used it is always accompanied with
a packing leather expander. A packing leather for a
piston rod is called a cup leather, and is compressed
by a piston spring. See Piston Packing Le.\ther.

Packing Ring (Triple Valve). S, Figs. 1273-1275. A
circular metallic ring of variable rectangular cross-
section which is placed in grooves in the edge of the
piston to make it fit air-tight in the cylinder. The
rings are turned slightly larger than the cylinder and
cut apart diagonally at one point so that when com-
pressed they will tend to spring open.

(Hose Coupling.) An India rubber ring in a coup-
ling case which makes a tight joint between the two
parts of the coupling.

Padlock. Fig. 1656. A loose lock having a semi-
circular shackle jointed at one end so that it can
be opened, the other end of the link being locked
when desired by the entrance of the sliding bolt into
it. Such locks are used to secure a hasp or the like
on a staple or similar device by passing the link
through the staple. A spring padlock is one which
snaps shut and locks by pressure only, A dead pad-
lock has no springs.

Painting (of Passenger Equipment Cars). Consists
usually of the priming, rough stuff or scraping filling
coats, color coats and varnishing. The care and ex-
pense devoted to the process and the order and
number of the coats are varied.

Pamphlets, Catalogs, Specifications, etc. See ^d.\bTER
C.\K Buili:ers' -\ssi ICI .\T10.\ ReI'ORTS.

Panel. A board inserted in the space left between the
stiles and rails of a frame or between mobjings.
Sometimes metal plates are used for this purpose.
Door panels in passenger cars are usually only the
middle and lower or twin door panels. The upper
door panel is usually of glass. Window panels come
between the windows, and are distinguislied as out-
side and inside. Wainscot panels come below the
windows, between the upper and lower wainscot rails.
Other interior panels are deck side panels and end
panels, the latter sometimes called ventilator panel,
and tlie end roof panel over the door,

(Of a Truss.) The space between two \ertical
posts or braces and the two chords of a truss.

(Electric Lighting.) Figs. 2274, etc. A board or
support for electric switches and other apparatus.

Panel Back Seats. Figs. 1540-1546. A car seat made
w'ith a loose panel in the liack, pivoted and supported
by springs set in the seat back frame. The panel
pushes back and accommodates itself to the' occu-
pant's back.

Panel Ceiling. Any form of ceiling divided into panels.
This term is commonly used synonymously with wood
or Agasote ceiling.

Panel Furring. Xailing strips or Ijlock for panels.

Panel Lamp. Figs. 2248, 2249, 2257, An Alcove L.kmp.

Pantagraph Trolley (Electric Motor Car), Fig. 2557.
A current collecting device for an overhead conductor
consisting of a diamond shaped jointed frame operated
by springs or compressed air, and having a suitable
collector at the top.

Pantasote. A substitute for leather used for upholster-
ing and decorating cars and steamships. The ma-
terial was first made by R, P. Bradley, a chemist, and
the ingredients are secret. That it contains rubber
or any animal substance is denied. It is made by
sheeting two or more pieces of cloth or canvas to-
gether, with the warp running in different directions,
to give strength. The sheet making the leather side is
passed between heavy rollers many times, and each
time it receives a very thin coat of pantasote mate-
rial, and this is kept up until the cloth or canvas is
thoroughly saturated and coated. The color is added
to the pantasote material and is incorporated into the
fabric. It is very like leather, and is not readily
distinguished from it.

Paper Box (Postal Car). Fig. 1721. .\ box used for
the distribution of papers.

Parallel. A method of connecting two or mcire pieces
of electrical apparatus of a common circuit so that
the positive poles of each arc connected to a com-
mon positive conductor and the negative poles are
connected to a common negative conductor. See
Series.

Parallel Brake Hanger. See Brake Be.mi Ad.tlsting
Hanger.

Parcel Rack. See Basket Rack.

Parlor Car. Figs. 170-175, 177-179. A car lor day
travel, but of a more luxurious character than a day
coach, liaving revolving seats, smoking compartment
and other conveniences, and on which an extra fare
is charged. Operated on many roads by the Pullman
Company and often referred to as Pullman cars. The
term chair car is also sometimes used, but incorrectly.

113

PAR

CAR BUILDERS' DICTIONARY

as a chair car is properly a day coach with reclining
seats, on which no extra fare is charged.

Parlor Car Chair. Figs. 1522-1526; 1535; 1538; 1544-1546;
1557, 1558; 1563; 1564. The most common type of
chair for parlor cars is a simple arm chair revolving
on a pivot which enters a fixed pedestal. In observa-
tion cars, etc., ordinary chairs are commonly used.

Parlor-Cafe Car. See Cafe-Parlor Car, Cafe Car and
Parlor Car.

Parting Bead or Parting Strip. A strip which acts as
a distance piece between two objects, as a window and
a window blind.

Parting Rail (Door Frame). A vertical rail between
the bottom and middle or middle and top rails of a
door or partition, dividing a panel into twin panels.

Partition Stop (Door Holder). So called in distinc-
tion from a floor stop.

Passenger Car. Figs. 140, 142-151, 153, 154, 157, 189-197,
237-240, 402-404, 408, 409, 415, 421, 422. A car used
for carrying passengers. This term is, however, gen-
erally confined to that class of passenger cars com-
monly known as day coaches, which are equipped
with seats or reclining chairs for day travel. See CaRj
M. C. B. Classes E and P, and Parlor Car.

Passenger Car Journal Box. See Journal Boxes and
Details.

Passenger Equipment Cars, Steam and Air Connec-
tions for. See Steam and Air Connections for
Passenger Equipment Cars.

Passenger Train Car or Passenger Equipment Car.
Figs. 99-105, 112, 113, 126-202, 231, etc., 378, 381 and
387-425. .'V car usually operated in passenger trains.
See Car, M. C. B. Classes B. C, D, E, M, P and I.

Pawl. (Brake Ratchet Wheel). Figs. 1409, 1410. A
pivoted bar adapted to fall into the notches or teeth
of a wheel as it rotates in one direction, and to re-
strain it from back motion. Used in windlasses,
capstans and similar machinery. See Ratchet Wheel.

Pedestal (Postal Car). Fig. 1717. Standards which
are used to carry the two longitudinal rods near the
center of the car which support one side of the dis-
tributing tray, dumping tray or bridge. The pedestal
fits in a socket in a base plate and is usually secured
in place by bolts with wing nuts, so that it can be
easily removed. Also called a center stand or standard.
rTruck.) 5. Figs. 945, 947, 966; Fig. 1112. A casting
of somewhat the form of an inverted letter U, bolted to
the wheel piece of a truck frame to hold the journal
box in its place, while permitting a vertical movement.
The two projections of a pedestal are called pedestal
legs, and the space between them a jaw, which is
closed at the bottom by a pedestal tie bar. In Great
Britain pedestals are called axle guards on cars and
horn plates on locomotives.

("Revrilving Chairs.) The stand by which the
chair is supported; consists of three portions — base,
column and seat frame.

Pedestal Jaw. The vertical side member of a truck
pedestal. See Pedest.al.

Pedestal, Passenger Car (M. C. B. Standard). Figs.
2705, 2707-8. For Journal 5 by 9 inches. Adopted as
Recommended Practice 1903. Revised 1909.
Adopted Standard 1911.

For Journals, S}^ by 7 inches. The pedestal
shown on this drawing was recommended in 1874.
See Proceedings 1874, page 40; again approved as
standard in 1881; see Proceedings 1881, pages 14,

15 and 27. Also approved by the Master Mechan-
ics' Association in the same year. Again adopted
as standard in 1893. Weight, 141 pounds.

For Journals, 4J4 by 8 inches. In 1898 a Recom-
mended Practice was adopted for passenger car
pedestal for journal box with 4j4 by 8 inch journal.
In 1901, as a result of letter ballot, this was
changed to Standard, and is now shown on the
drawing.

Pedestal Spring. A spring which rests on a journal
box between the jaws of a pedestal.

Pedestal Stay Rod. 7, Figs. 947, 966. A transverse rod
connecting the pedestal tie bars on each side of a truck
to prevent them from spreading.

Also a rod connecting the pedestal tie bars on four-
wheel caboose cars.

Pedestal Strap. Figs. 975, 978. A Pedestal Tie Bar.

Pedestal Tie Bar. 6, Figs. 945, 947, 966, 975, 978. A bar
extending across the mouth of a pedestal jaw under-
neath a journal box and bolted to the jaws of the
pedestal. Also a bar sometimes called pedestal strap,
connecting two or more pedestals on the same side of
a truck or car.

Pedestal Timber (Four-Wheel Cabooses). A longi-
tudinal member sometimes used on four-wheeled cars,
which is placed under the floor or alongside the sill
and to which the pedestals are bolted.

A term sometimes used to designate the Wheel
Piece of trucks.

Pedestal Truck. Figs. 924, 925, 926, 927, 933, 936, 944,
946-973. A truck which has its journal boxes held in
and guided by pedestals which are either a part of or
rigidly attached to the side frames. The axle and
boxes can thus move vertically in the pedestals and
shocks due to the unevenness of the track are not trans-
mitted to the truck frames to the same extent as in a
truck which has the side frames and journal boxes
rigidly connected.

Pen Rack. Fig. 1875.

Pendant. Figs. 2482, 2517, etc. A small suspended
lamp.

Perforated Veneer. A form of seat covering which
consists of three, and sometimes four, layers of wood
veneering, glued together and perforated.

Phosphor Bronze. "A term applied to an alloy of
bronze or brass, or to a triple alloy of copper, tin and
zinc, which has been given special purity and excel-
lence by skillful fluxing with phosphorus. It is sup-
posed that the presence of phosphorus gives the tin a
crystalline character which enables it to alloy more
completely and strongly with the copper. Whether
for this reason or not, the phosphor bronzes, when
skillfully made, are greatly superior to unphosphorated
alloys." — Thurston.

Pilaster. "A square pier, like a flat column built
against a wall, and having cap and base." — Knight.

Pilaster, Cap Bracket and Base. 8, 9, 10 and 25, Fig.
1450. A decorative feature of a car interior, placed
between the windows and covering the window post.

Pile Driver Car. Figs. 222, 223. A car used for driv-
ing piles in construction or maintenance-of-way repair
work. Pile drivers are equipped with long bars, called
leaders, which are held erect and act as a guide for a
hammer or tup. In driving piles a pile is held between
the leaders and driven by the hammer dropping on it
after being hoisted by a cable and hoisting engine
which are located on the car. For moving from place

114

PIL

CAR BUILDERS' DICTIONARY

PIN

to place in trains the leaders fold back and the forward
end is carried on a fiat car. Pile drivers are usually
self-propelling for short distances at low speeds, such
as moving about yards, etc.

Pile Hoisting Sheave (Pile Driver). A wheel placed

at the side of the main sheave, for use in hoisting

piles.
Pillow Box (Sleeping Cars). 19, Figs. 1458, 1459. The

space under the seat in which pillows are stored when

the berth is not made up.

Pillar Crane. A style of crane having the mast sup-
ported from below, either by a mast pocket or a base
plate.

Pinion. The smaller cog wheel of two wheels in gear.

Pintsch Gas Burner. Fig. 2111. Used on all Pintsch
lamps other than the bracket lamps. It consists of a
small lava tip of the "fish-tail" type, held in a special
brass pillar.
Pintsch Gas Lamp. Figs. 2127, 2129, 2131, etc. A lamp
for burning gas, the essential features of which are the
closed globe at the bottom, the white porcelain reflec-
tor above the flames near the top of the globe, and the
peculiar method of supplying air.

Various forms of cutter lamps are made, all on
the regenerative principle, the inlet air being highly
heated before reaching the flames, thereby producing
extreme whiteness and steadiness of light.

Some of these lamps are supported by four orna-
mental arms, one of which forms the gasway. In all,
the interior of the lamp is so constructed that a portion
of the light is reflected outward and upward toward
the roof of the car, illuminating it.

In all standard center lamps air is admitted to the
lamp immediately above the upper dome, 101. Pass-
ing thence through the orifice in chimney, 313, it
comes in .contact with the sheet iron flues, 312, and in
its downward passage becomes highly heated. It then
issues into a space within the dome, 101, between the
dome and the mica chimney, 109, and continuing its
course is, by the diaphragm, 315, deflected and con-
strained to pass close to the mica chimney, where it is
still further heated. It now passes outward between
diaphragm, 315, and the ring reflector, 110, and through
the orifices near the outer rim of this reflector into the
bowl and to the flames. In its tortuous course the
efl^ect of drafts against the lamp is entirely nullified.

The products of combustion escape directly through
the annular space between mica chimney, 109, and the
cup reflector, 111. Thence by flues, 312, out through
the crown at the top of the lamp, in the case of the
four-arm lamps, and through the flues, 333.

In vestibule lamps, two or four-flame, air is admitted
to the annular space between the parts of ventilating
chimney, 324, through the shielded opening above the
roof, immediately below the ventilator. Becoming
heated in its downward passage, it passes through the
diaphragm, 323a, and through the orifices in the body,
320, to the flames. The products of combustion es-
cape through the flues, 321, and the chimney, 324, to
the outside air. Any excess of air over and aljove
what is required for proper combustion of the gas will
also be carried off by the ventilating chimney, which
the air reaches from the space above the body by
means of the passage around the outside of the
chimney, 321.

Pintsch Gas Lamps (Method of Securing and Con-
necting). (Four- Arm Lamps.) Fig. 2136. The arms
are secured by means of nipples, 26, passing through

the roof; a water-tight joint around the nipples on
the roof being made by bedding putty close around
the nipple, with a rubber washer, 24, above the putty,
and the iron washer, 23, above the rubber. The lock
nuts, 27, are then put on and forced down until the
excess putty is forced out and the arm drawn firmly
up to its place. The gas arm nipple is then supplied
with the reducing elbow, 28, the three blank arms with
caps, 29. The elbow, 28, is then connected with the
J-K-in. pipe to the flange tee, 16c, on the roof line. The
roof around the smoke bell is protected with a tin
thimble, large enough to give a 54-in. air space
around the smoke bell flue. The upper end of this
thimble is made of proper size to receive the venti-
lator, 204.
Pintsch Mantle Lamp. Figs. 2142, 2209, etc. .Vn im-
provement on the standard Pintsch gas lamp whereby
the same gas is burned with an incandescent mantle
enclosed in a bulb, Fig. 2168. The candle pov/er of the
lamps is greatly increased with the same consumption
of gas. No change is necessary in the piping of the
car, but the regulator is adjusted to gi\'c a higher
pressure in the car piping. The form of lamp used is
very similar to the standard Pintsch gas lamp.
Pintsch Pillar. 230, Fig. 2132. Used on bracket lamps
below the burner. Where no globe holder is used a
mill check is placed immediately below the pillar.
Pintsch System of Gas Lighting. Figs. 2108-2206. A
system of car lighting which burns gas taken from
a storage tank, where it is carried under a pressure
of 150 lbs., or less, per square inch. The gas is an oil
gas, made from crude petroleum or similar oils, and
is able to withstand a high degree of compression
without undue loss of luminosily. The pressure of
150 lbs. of the receiver tank is automatically reduced
l:iy the Pintsch regulator (Fig. 2110) to a uniform
pressure at the burners of about y2 oz.. regardless of
the pressure in the gas receiver.

The arrangement of the apparatus is shown in Fig.
2109. The receiver or gas holder, A, suspended be-
neath the car floor, is connected by a system of extra
heavy l'4-m. pipes, with soldered joints and special
fittings, to the regulator, R. The charging of the re-
ceiver is efi^ected (from either side of the car) by
means of hose, connecting the charging lines from the
gas station with the filling vaU'es, F (Fig. 2108).
The gage, G, communicating with the high pressure
pipes connecting the various parts of the apparatus
below the car, serves the douljle purpose of register-
ing the amount of pressure in the receiver at any time
and of showing the amount of gas consumed in light-
ing the car for any given period.

From the regulator, R, the gas (with its pressure
reduced to about J'2 oz. per sq. in. ) passes upward
through tlic car toward the roof. At some con-
venient point, as in a saloon or locker, a main cock
(Figs. 2110 and 2112) is placed as slir>wn. whereby
the flow of gas to tlie lamps is controlled.

A >2-inch pipe is run along the roof, with '-g-inch
branches to each lamp or liracket. Tliese branches
are made liy means of special flanged tees (Fig. 2110).
Where 'x-incli connections are necessary, passing
downward from the !j-inch low pressure line on the
roof to ])rackets or vestibule lamps, the flanged elbow
or angle fitting (Fig. 2110) is used.

For lamps and methods of suspending and con-
necting them see Pintsch Gas L.mips.

The burner is of the "fish-tail" type, and from one
to six are used in each lamp or light, friur lieing the

115

PIN

CAR BUILDERS' DICTIONARY

PIS

number generally adopted. See Pintsch Gas
Burners.

Pintsch Washers. These washers are of lead and
rubber, in three sizes, and are always used in pairs.
The rul^ber is always placed first on the litting, the
lead outside with the collar inward. When pressure
is brought upon the washer, the lead collar protects
the inner edge of the rubber, the body of the lead
washer protects the outside surface of the rubber, and
the rib protects the outer edge of rubber. The rub-
ber is entirely enclosed in metal, and protected from
the action of the gas, which would otherwise destroy
it. The scored surfaces of the flanges entering into
the soft lead make a perfectly tight joint. These
washers are used on all classes of flanged fittings,
whether high or low pressure.

Pipe. "A tube for conveyance of water, air, or other
fluids." — Knight. See Brake Pipe^ etc.

Pipe Bracket. See Pipe Clamp.

Pipe Bushing. See Bushing.

Pipe Clamp. Figs. 1384, 1394-1397. A clamp for hold-
ing the air brake, signal or steam pipes in place under
the car.

Pipe Clip or Strap. An iron band for fastening a
pipe against or to some other oljject. They are
usually single, but sometimes double, for two or more
pipes. See Clip.

Pipe Coupling. Fig. 1946. A short tube with a thread
cut on the inside at: each end. which is screwed on the
ends of two pipes and used for uniting them together,
or uniting one pipe with another object, as a cock or
valve. In some couplings the thread at one end is
right hand and the other left hand, but generally they
are both right hand threads.

Pipe Fittings. The connections for systems of
wrought iron, gas, water, and steam pipes. The more
usual pipe fittings are bushings, elbows, tees, return
bends (close or open), reducers, couplings, nipples,
plugs, etc.

Pipe Hanger. A hanger for supporting a pipe.

Pipe Reducer. See Bushing.

Pipe Screw Threads. Screw threads used for connect-
ing wrought iron pipes. Such screws are cut
"tapered"; that is, the end of the pipe, or the inside
of the coupling where the thread is cut, forms part of
a cone, so that in screwing up the pipe a tight joint
can be made. Pipe threads are of a V-shape, sharp at
the top and bottom, and their sides stand at the
angle of 60° to each other. The following is the num-
ber of threads per inch for pipes of different sizes.
The size is given by the inside diameter, but the
actual bore of the smaller sizes is considerably larger
than the nr.minal. The exterior diameter of ordinary
gas pipe is from .27 to .37 inches greater than the
inside diameter.

American Standard System of Pipe Threads.

Inside
Inside. diain.

Ontside Inside diam. Douhie

diani- diam- Extra extra Tlireads Whit-

Size of eter. cter. strong. stfong. per worth's

pipe. Ins. Ins. Ins, Ins. inch, tliread.

i,s in. .405 .27 .205 27 28

14 " .54 .364 .294 18 19

3/^ " .675 .494 .421 18 19

yi " .84 .623 .542 .244 14 14

34 " 1.05 .824 .736 .422 14 14

1 " 1.315 1.048 .915 .587 11;/, 11

V4 " 1.66 1.38 1.272 .884 Uy. 11

114 " 1.9 1.611 1.494 1.088 11^ 11

2 " 2.375 2.067 1.933 1.491 11^ 11
21/2 " 2.87S 2.468 2.315 1.7SS 8

3 " 3.5 3.067 2.892 2.284 C
Syi " 4. 3.548 3.358 2.716 8

4 " 4.5 4.026 3.818 3.136 8
414 " 5. 4.508 . 8

5 " 5.563 5.045 8

6 " 6.625 6.065 8

7 ■■ 7.625 7.023 8

8 " 8.625 7.982 ' 8

9 " 9.688 9.001 8 '
10 '■ 10.075 10.019 8

(The European standard is the Whitworth pipe thread,

which is quite different.)

Taper of Thread ^ in. per foot.

Pipe Shield (Steam Heating). A metal covering over
the radiator pipes to protect surrounding parts or
passengers' clothes from the heat of the pipes.

Pipe Unions (M. C. B. Standard). In 1903 the dimen-
sions for pipe unions as shown on accompanying
table were adopted as standard. In 1908 the follow-
ing specifications were adopted:

That all wrought iron pipe for car work be
threaded with a standard total taper of 34 inch in
one foot, and that all pipe fittings be tapped to
suit the standard pipe thread with a total taper of
3/4 inch in one foot, so that the thread on pipe and
fittings will be uniform and taper-tight. See Illustra-
tion on Page 117 and Table on Page 168.

Piping. See Lavatory and Water Supply. See also
illustrations in section on Passenger Train Heating
Apparatus and Air Brakes.

Piston. A metal disk with packing, etc., made to fit in
a cylinder, and transmit the power caused by the
pressure of a working fluid to the external rod and
working parts of some form of engine. In a brake
cylinder the piston transfers the- pressure of the air
to the foundation brake gear. A piston consists of
a piston head, attached to a piston rod. The piston
follower or follower plate lies at the back of the
piston head, inclosing between them the piston pack-
ing rings, or (in air brake cylinders) the piston pack-
ing leather, which latter is provided with a packing
leather expander. The follower plate is secured to
the piston with follower bolts.

Piston Packing Expander (Air Brake). A spring wire
ring for spreading out the leather packing of the
piston so as to make it fit air-tight against the cylinder
walls.

Piston Packing Leather (Air Brake). A circular ring
of leather used as a substitute for piston packing
rings, pressed into the cylinder so as to have an L-
section. It is attached to and surrounds the piston
and bears against the inside surface of the cylinder
being pressed against it by a piston packing expander.

Piston Packing Ring. See Packing Ring.

Piston Rod (Brake Cylinder). A rod attached to the
piston of a passenger brake cylinder, by which the
pressure against the piston is transmitted to the brake
levers and shoes.

A tube attached to the piston of a freight brake
cylinder to act as a guide to the piston as it is forced
outward by the air pressure. In this case a Push
Rod is attached to the levers and is inclosed by the
tube. The push rod transmits the pressure on the

nistnn in thp l.^^'*

„,l,;i„ u „11^

PIS

CAR BUILDERS' DICTIONARY

PLA

an application of the brakes by hand without pulling
out the piston.

Piston Travel (Air Brakes). The amount of move-
ment of the piston when forced outward as the brakes
are applied. Running piston travel is the piston travel
obtained when the car is in motion and is always
greater than the travel obtained when the car is at
rest, due to the fact that the slack or lost motion in
trucks and brake gear as well as the elasticity of the
car body is more easily taken up by the brake shoe
pressure when the car is in motion. False travel is
that due to some unevenness of the track or to some
cause which occasions a momentary change.

Pitch (Of a Screw). The advance made by the
thread in one complete revolution, usually expressed

Plane Gage for Solid Steel Wheels. See Wheels, Solid
Steel, Plane G.\ge for.

Plain Triple Valve (Air Brake). A triple valve which
has no provision for making emergency applications.
See Tru'Le V.alve.

Plank. A broad piece of sawed timber, differin.g from a
board only in being thicker.

Plastic Car Roof. Figs. 865, 867. A roofing mate-
rial the body of which is composed of a very heavy
layer of woolen felt, thoroughly saturated with a
compound which it is claimed preserves the roofing
itself and also the upper and lower boarding with "
which it comes in contact. See Car Roof.

Plate. (Architecture). "A piece of timber which
supports the ends of the rafters." — Webster.

US.STANOARa

THREE-QUARTER INCH PIPE UNION. .SEE ALSO PAGE 168 FOR TABLE 01' SIZES

(in

by the number of threads in a given space, as
U, S. and Great Britain) an inch.

(Of a Roof.) The ratio of the rise of a roof to
the horizontal distance covered.

Pitching Roof. A roof formed of one or more inclined
plane surfaces. When the pitch becomes steep, the
term is used to distinguish a roof formed of plane
surfaces from one formed of curved or arclied sur-
faces.

Pivot. "A pin or short shaft on which anything turns."
— Webster.

Pivot Pin (M. C. B. Coupler). Another name for the
Knuckle Pin. It is so called from the fact that the
knuckle when opening swings about the pin as a pivot.
See Automatic Car Coupler Specifications.

(Car Building.) A horizontal member on top of
the posts of a car body supporting the roof car-lines or
rafters. Also called side plate, in distinction from an
End Plate, which is a similar member across the end
of the car. A deck plate is used to cap the deck posts
of an upper deck.

(Of a Cast Iron Car \A'heel. ) The central por-
tion connecting the hub and tread, sometimes single
plate, sometimes double plate. The plate is stiffened
])y lirackets.

Plate Facing. An inside cornice fascia.

Plate Rod (Freight Cars). A horiz^nital metal rod
passing across the car through the two side plates to
tie them together.

Plate Washer. Usually a wrnuglit iron cut washer, in

117

PLA

CAR BUILDERS' DICTIONARY

PNE

distinction from a cast washer, but also used to desig-
nate many forms of large washers or plates serving as
double or triple washers. See Washer.

Plate Wheel. Fig, 1115, etc. A car wheel of which the
center portion is formed of a disk or plate instead of
spokes. See Wheel.

Platform (Passenger and Caboose Cars). Figs. 504,
507, 520-523. A floor at the end of a car, supported by
projecting timbers below the car body, to facilitate in-
gress and egress. A narrow platform is sometimes
added to freight cars for convenience of train men,
but a platform proper is used only on passenger equip-
ment cars and cabooses. The term platform is com-
monly applied to the frame which supports the plat-
form proper in passenger equipment cars, together
with its buffing devices. The term is also commonly
used for buffing devices and their framing for non-
vestibule cars, which have no platform proper.

Platform Car. A flat car.

Platform Chain. A chain connecting the inner plat-
form railings, posts and rails, closing the passageway
between the platforms of two cars coupled together.
It is used only on the rear end of the last car, and the
front end of the first car when the first car is a pas-
senger car.

Platform Cover Plate. 26. Fig. 410. A steel cover
plate over the platform sills.

Platform End Bracket. An ornamental casting at-
tached under the platform roof on each side of the
vestibule face plate on narrow vestibule cars.

Platform End Sill. 16, Fig. 383; 21, Fig. 410. The
transverse end piece of the platform framing.

Platform End Timber or Buffer Beam. A cross tim-
ber at the outer end of a car platform. A platform
end sill.

Platform Floor. The layer of boards over the plat-
form sills.

Platform Gate. Fig. 580. A gate used to close the side
entrance to a platform, in general use only for private
cars, suburban cars and street cars. See Pl.\tform
Tail Gate.

Platform Hood. A cover or canopy formed by ex-
tending a car roof over the platform. Sometimes called
Canopy. It is made of wood, sheet iron or agasote.

Platform Hood Bow. 108, Figs. 423-425. A bent mem-
ber which forms the outer edge of a platform hood
and to which the platform hood carlines are fastened.

Platform Hood Bracket. A bracket or knee iron to
connect the hood to the corner post.

Platform Hood Carlines. Transverse members which
support the roof of a platform hood.

Platform Hood Ceiling. See Pl.\tforii IIcod Side
Piece.

Platform Hood Post. -Vn upright iron bar or rod
sometimes attached to the platform or platform rail-
ing, to support a platform hood.

Platform Hood Side Piece. The side piece to which
the ceiling is attached.

Platform Lever. A lever for uncoupling cars from the
platform.

Platform Lever Pin. The pin on which the platform
lever pivots.

Platform Plate or Buffer. A steel angle plate bolted
to the buffer stems and overlapping the platform end
sill. When in contact with the like jilate of another
car, it makes a continuous floor between them. Being

pivoted at the platform end sill, it adjusts itself to all
curves of the road. The platform plate also acts as
a buffer, and is sometimes so called. See Vestibule.

Platform Railing. 7, Fig. 383; Figs. 582-584. An in-
closure consisting of iron or brass posts and rails on
the end of an open platform to prevent persons from
falling off and also to act as a hand hold.

Platform Roof. That portion of a car roof which
projects over the platform. See Platform Hood.

Platform Roof Carline. A carline supporting the plat-
form roof. See Carline.

Platform Roof End Carline. The carline at the ex-
treme end of the platform roof. See Carline.

Platform Safety Chains. See Safety Chains, Platform.

Platform Short Sills. Short longitudinal pieces of
timber, not extending under the car proper, which
are framed into and bolted to the end sills and plat-
form end timbers of a passenger car to sustain the
floor of the platform. The longer timbers which ex-
tend under the body of the car proper are called
platform sills.

Platform Sill. Fig. 418; 34, Figs. 423-425. A sill extend-
ing beyond the end of a car to support the platform.

Platform Steps. Figs. 570-576; 610, 621. The stairs at
each corner of a passenger equipment or caboose car
which afford the means of ingress and egress. Forms
of steps have been introduced, but are not in general
use, which are folding or extensible, being dropped
down into position when the car is stationary, and
removed or elevated when the train starts. In mod-
ern passenger cars the platform steps usually consist
of three and sometimes four separate steps below the
platform. Wooden steps are sometimes called box
steps.

Platform Tail Gate. Figs. 578 and 581. A gate used
to close the passageway at the rear of the last car of
a train which is ordinarily used for passage from one
car to the other.

Platform Tail Lamp. Figs. 1889, 1900, 1904. A signal
lamp which stands on the rear platform of a train.

Platform Tie Rods. Horizontal rods passing through
the platform end timber and end sill or body bolster,
for the purpose of holding them and the other por-
tions of the frame of the car securely together.

Platform Timber. See Platform Sill.

Platform Trap Door. Figs. 563-569. A door which
covers the space occupied by the steps, and thus
extends the platform out to the side of the car. It is
used on wide vestibuled cars, private cars equipped
with open platforms, and suburban, elevated and sub-
way train cars, which commonly make stops at sta-
tion platforms which are level with the car platform-
Plow. See Snow Plow and Ballast Plow.
Plug. See Refrigerator Car Plug.

(Pipe Fittings.) A short, solid metal cylinder,

with a screw on the outside and a square or hexagonal

end to take hold of with a wrench, screwed into the

end of a pipe or hole in a plate, to close the opening.

Plumbago. Graphite; one of the forms of pure carbon

from which pencils, etc., are manufactured.
Plush. A kind of heavy cloth with a velvet nap on
one side. Plush is used in car building as a covering
for upholstered seats.

Pneumatic Jack. Fig. 2643. A jack operated by com-
pressed air. See Jack.

118

POC

CAR BUILDERS' DICTIONARY

POS

Pocket (Drawbar Attachment). A joke.

(Sleeping Car.) A receptacle for the clothing
and small baggage of occupants of sleepmg berths.
Known as the head board pocket for the lower berth
and upper berth pocket.

Any object havhig a cavity or opening which forms
a receptacle to hold anything in its place. See Push
Pole Pocket.

Pocket Hinge. Fig, 1836.

Pole Changer (Electric Lighting), bigs. 2314-15, An
automatic device for preserving the polarity of an
axle generator. It is made generally in one of three
types; rotating, mechanical or electrical type. The
rotatmg type employs the principle of shifting the
brushes of the generator automatically when the direc-
tion of rotation changes through an angle eciual to
the pole pitch ; that is, the angle between two poles
of the generator, if it is a two-pole machine, the
brushes must be shifted 180 degs. ; if a four-pole ma-
chine 90 degs. The latter is the general arrangement.
The rotating type employs no switches or contacts that
might interfere with the continuity of the armature
circuit, and it permits the brushes taking a "lead,"
advantages not possessed by the other types which
necessarily employ fi.xed brushes. The mechanical type
consists of a reversing switch operated mechanically
by the rotation of the armature shaft in one direction
or the other. When the armature rotates in one direc-
tion the switch is automatically closed to make proper
connections under these conditions and vice versa.
Ihe electrical type consists of a reversing switch, gen-
erally operated by solenoids, the entire mechanism be-
ing placed inside of the car with the other electrical
apparatus. This reversing switch is automatically
thrown one way or the other, depending upon the
direction of the rotation of the generator armature.

Poling Car. See C.\r, j\I. C. B. Class Y.

Pop Safety Valve. A valve set with a spring so as to
open suddenly with a wide opening at a fixed pres-
sure.

Port. An opening in a valve for the passage of steam
or air.

Positive. An arbitrary term used in electrical en-
gineering to denote a pole or connection away from
which current flows toward a negative pole or con-
ductor. See NEGAmrE.

Post. A piece of timber or metal set upright and in-
tended to support something else, as the posts of a
house. See Queen Post, etc.

Post Cap. See Post Pocket.

Post Office Car. See Postal Car.

Post Pocket. 34b and 42a, Figs. 285-288; Figs. 492,
493. A casting attached to the top of the side or end
sill or the bottom of the side or end plate of a car to
receive and hold a post or a post and a brace, in dis-
tinction from a stake pocket which is bolted to the
outside of the side sill. Such pockets are commonly
used with box and stock cars. The post pockets used
below the plates are sometimes called post caps. See
Pocket.

Postal Car. Figs. 131, 132, 134-139, 141, 256, 257, 259,
260, 388-90, 401. A passenger equipment car for car-
rying mail. Some postal cars are fitted with pigeon
holes, etc., for the distribution of mail, and others are
for storage only. See Car, M. C. B., Classes M and
CO; and Postal Cars, U. S. Gov't Specifications.

Postal Cars— United States Government Specifications
Figs. 256, 257, 259, 260 and 1711-1728.

In 1912 the United States Government after a series of
conferences with a committee of mechanical engineers ap-
pointed by the railroads, issued the specifications given
below for postal cars and ii.xtures. These specifications
co\er 60 ft., 50 ft, 40 ft., and 30 ft. postal or mail cars;
30 ft., 25 ft., 20 ft.. 15 ft., 12 ft., 10 ft. and 8 ft. mail apart-
ments; and 15 ft., 12 ft. 10 ft., 8 ft. and 6 ft. alley apart-
ments. The Moor plans shown in bigs. 256, 257, 259
and 260 give the representative sizes of cars and apart-
ments, the others being similar.

The fnllowing specilication. dated .March 28, 1912, and
corrected to June 24, 1912, is for the construction of steel
and steel underframe full postal cars. It will also govern
in the case of steel and steel underframe mail apartment
cars.

gener.\l.

1. Tvi-E. — Postal cars may be built according to any
of the following types of construction:

1. Heavy center sill construction, the center sills acting
as the main carrying member.

II. Side carrying construction, the sides of the car
acting as the main carrying" members, having their support
at the Ijolstcrs.

III. Underframe construction in which the load is car-
ried by all the longitudinal members of the lower frame.
The superstructure framing may be of steel or of wood
reinforced as per Railway Mail Service specification plan
No. 1.

IV. Combination construction in which the side frames
carry a part of the load, transferring same to the center
sills at points remote from the center plate for the purpose
of utilizing uniform center sill area.

Steel castings may be used as parts of the underframe in
any of the above types.

2. Materials, — All rolled-steel plates and shapes used
in the car framing shall be made by the opeu-hearth
process.

3. The physical and chemical properties of all material
used in the car framing shall be in accordance with the
latest standard specifications of the American Society for
Testing iVIaterials, as follows : The standard specification
for structural steel for bridges, for steel plates, shapes, and
bars ; the standard specification for wrought iron, for iron
bars and plates; the standard specifications for steel cast-
ings, for malleable castings, and for gray iron castings.

4. Workmanship. — All workmanship throughout the
car shall be first class. The jointing of the car framing
shall be made so that the structure as a whole shall be
built to dimensions specified, and all joints exposed to the
weather shall be made tight against leakage.

5. Live Loads. — The car body shall be designed to carry
the specified live load in addition to its own dead weight
under service conditions. Where no live load is specified
the maximum capacity of car, as determined by wheel
loads given in paragraph 45, shall he used as a basis for
calculations,

6. Buffing. — The maximum end shock due to butfing
shall be assumed as a static load of 400.(X)0 pounds applied
horizontally at the resultant line of the forces acting at
the center line of the buffing mechanism and at the center
line of draft gear, respectively, and shall be assumed to be
resisted by all continuous longitudinal underframe mem-
bers below floor level, provided such members are suffi-
ciently tied together to act in unison.

7. Details. — All connections, except those specified in
paragraph 25, shall be designed for the maximum strain
to which the member connected shall be subject, and sec-
ondary stresses in any members caused by eccentric loads
shall be properly combined with the direct stresses in such

119

POS

CAR BUILDERS' DICTIONARY

members. The maximum fiber stress in anj- member
subject to both direct and secondary stresses may be taken
at 20 per cent, greater than those given in paragraph 28, but
the direct stresses considered alone must not exceed the
allowable stresses given in said paragraph.

8. The minimum distance between centers of rivet holes
shall be three diameters of the rivet, and the minimum
distance between the center of the rivet hole and a sheared
edge shall be not less than one and one-half times the
diameter of the rivet.

9. Below the floor line, framing connections of floor
beams, posts, etc., may be of rolled steel, pressed plate, or
cast steel, and above the floor line such connections may
also be of malleable iron. Connections for I beams, chan-
nels, or tees may also be made by coping the flanges and
bending the web to form a knee, and for angles by coping
one leg and bending the other.

10. The use of fillers in the underframe and superstruc-
ture shall be a^-oided wherever possible.

11. All holes for rivets or bolts in the underframe, super-
structure, and outside finish shall be drilled or punched
and reamed to size and fairness. No drifting of holes will
be allowed. In deducting rivet or bolt holes to obtain the
net area of any section they shall be taken at 1-16 inch
larger than the diameter of the rivet or bolt. The effective
area of a ri\-et shall be taken as its area before driving.

12. All rivets when driven must completely fill the holes
and have full concentric heads or countersunk when re-
quired.

13. Cexter Sills. — The center sills maj^ be built up or
composed of rolled or pressed shapes, either with or with-
out cover plates, and cast-steel draft sills or end con-
struction may be used in connection with any of the above
types, with suitable riveted connections at splices. Built-up
center sills may be either of uniform depth or of the fish-
belly shape and may be composed of rolled shapes, web
plates, flange angles, and cover plates. If preferred, the
web plates may be flanged and angles omitted. When
flange angles are used they shall be connected to tlie webs
with a sufficient number of rivets to transfer the total
shear at any point in a distance equal to the depth of the
sill at that point. When cover plates are used they must
extend at least two rows of rivets at each end beyond their
theoretical length.

14. Bolsters and Cross Bearers. — The body bolsters
and cross bearers may be of either cast steel or built-up
construction, with ample connections at center and side
sills to transmit the calculated vertical shear.

15. Floor Beaais. — Transverse floor beams may be of
rolled or press shapes, with suitable connections at center
»nd side sills.

16. Floor Supports. — Longitudinal floor supports shall
be supported at each transverse floor member.

17. End Sills. — The end sills may be either of rolled
or pressed shapes, built-up construction or cast steel, with
ample connections at center and side sills. They must be
designed for the maximum vertical loads to which they
may be subject and also for the assumed horizontal loads
transferred from vertical end members as specified in para-
graph 26.

SIDE FRAME.

18. General. — In calculating the stresses in the side
frame, its effective depth when designed as a truss or
girder may be taken either as the distance between centers
of gravity of the side plate and side sill or as the distance
between centers of gravity of belt rail and side sill. At the
side-door openings the bending moment caused by the
vertical shear at doorposts shall be considered as being
resisted by the section above and below door openings, and
ihe sum of the direct stresses and those due to bending at

such sections shall not exceed the stresses specified in par-
agraph 28. A sufiicient proportion of any reinforcing mem-
bers added to these sections shall be extended far enough
beyond the doorposts at each side that their reaction can
be taken care of by the side frame without exceeding the
limit specified for stresses.

19. Posts. — The sum of the section moduli taken at any
horizontal section between floor line and top line of win-
dows, of all posts and braces on each side of car, located
between end posts, shall be not less than 0.30 multiplied
by the distance in feet between the centers of end panels,
a panel length being considered as the distance between
lines of rivets in adjacent vertical posts.

20. Sheathing. — Outside sheathing plates of steel or
iron shall be not less than % inch in thickness.

21. Gexer-\l. — The roof may be of cither the clere-story
or turtleback type, depending on the standard contour of
the railroad for whose service the cars are built. In the
clere-story type the deck plates shall be in the form of a
continuous plate girder extending from upper-deck eaves
to deck sill, and either built up of pressed or rolled shapes
or pressed in one piece from steel plates. The carlines may
be of either rolled or pressed steel shapes extending in one
length across car from side plate to side plate or may
extend only across upper deck. In the latter case the lower
deck carlines may be formed by cantilever extensions of the
side posts or by independent members of pressed or rolled
shapes. In the turtleback type the carlines may be of either
pressed or rolled shapes extending in one length across car
between side plate and side plate or may consist of canti-
lever extensions of the posts.

22. C.\RLiNES. — The projected area of the portion of
roof in square feet supported by carlines divided by the
sum of the section moduli of the carlines must not be more
than 100.

23. RcOF Sheets. — Roof sheets, if of steel or iron, shall
be of a minimum thickness of 0.05 inch and either riveted
or welded at their edges.

END construction.

24. Vertical End AIembers. — The sum of the section
moduli of all vertical end members at each end shall be not
less than 65, and the section moduli of the main members,
either forming or adjacent to the door posts, shall be not
less than 75 per cent of this amount.

25. The horizontal reactions of all vertical end mem-
bers at top and bottom shall be calculated from an assumed
external horizontal force applied 18 inches above floor
line, to all vertical members in the proportions given in
above paragraph, such force being of sufficient amount to
cause bending of all vertical members acting together, and
top and bottom connections of vertical members shall be
designed for these reactions.

26. Except where vertical end members shall bear
directly against or be attached directly to longitudinal
members at either top or bottom, the assumed reactions
shall be considered as loads applied to whatever construc-
tion is used at end sill or end plate, and both these last-
named members shall have section moduli, respectively,
sufficient to prevent their failure horizontally before that of
the vertical end members.

27. End Plate. — The end plate may be a rolled or
pressed section or of built-up construction and shall ex-
tend across end of car from side plate to side plate, with
ample connections at ends, or shall be of other satisfactory
construction to withstand the assumed loads given above.

28. Stresses.— All parts of the car framing shall be so
proportioned that the sum of the maximum unit stresses to

120

POS

CAR BUILDERS' DICTIONARY

POS

which any member is subject shall not exceed the following
amounts in pounds per square inch, except as modified in
paragraphs 7, 25, and 26. These stresses, unless other-
wise stated below, are for steel having an ultimate tensile
strength of from 55,000 to 65,000 pounds per square inch.
Where other materials are used, they shall bear the same
proportion to the ultimate strength of the material used.

Bolsters of Rolled Steel. — Stress shall not exceed 12,500
pounds per square inch.

Sills and Framing of Rolled Sleel. — Stress shall not ex-
ceed 16,000 pounds per square inch.

When cast steel is used the allowable stresses may be
the same as for rolled steel, except tension stresses, which
must be at least 20 per cent less than those allowed for
rolled steel as specified above.

For members in compression the above stresses shall be
reduced in accordance with the usual engineering practice.

Pounds per
Riz'ets (riz'cf steel). square inch,

Shear other than buffing 10,000

Bearing other than buffing 20,000

Shear, buffing 12,000

Bearing, buffing 24,000

29. Floor. — Subfloor of postal cars to be of iron or steel
plate, upper or wearing surface to be of matched wooden
flooring, maple or rift-sawed yellow pine or fir, laid lon-
gitudinally, or composition, preference in order named. If
composition is used, the wearing surface between doors and
the standing surface in front of letter tables and paper
racks shall be of wood, cork, or other suitable material.
Proper insulation, including air space, should be provided
between upper and lower courses. Floor strips for wood
upper course should be bolted to subfloor. Composition
flooring may be secured by corrugated, keystone, or equiv-
alent style of plate or by wire fastening anchored to sub-
floor.

30. Interior Finish, — Inside, side, and end linings and
head lining of postal cars to be of flat or corrugated steel
plate, composition board or wood, properly secured to the
car framing.

31. Insui..\tion. — Suitable fabric or material shall be
used as an insulation against cold or heat in the side and
end walls and roof of steel postal cars, securely fastened as
the nature of the material may require for efficiency and
durability.

The insulating specifications proposed to be used by each
railroad company should be submitted to the department
for approval.

32. Doors, Windows and Skylights. — Postal ears to be
equipped with such side doors, end doors, side windows
and skylights as are shown on the standard plans of the
Railway Mail Service. Storm or double windows to be
provided where required. Doors and windows may be
made of wood, combination wood and metal, or metal ;
preference in order named, and wdien glazed the glass shall
be double strength. Windows should be made of two sash
sections. The upper section should be double the area
required and should be divided; the lower half to be fitted
with glass and the upper half screened, so suspended that
glass or screened section may be used as desired. Where
design makes this impracticable, any equivalent screen
application may be accepted. Doors and windows to have
suitable weather stripping. Trimmings and locks to be the
railway company's standard.

Skylights shall contain 5 square feet, glazed with not
less than %. inch thick rough glass.

33. Lighting. — Lighting of postal cars primarily to be
with electricity or gas, mantles to be used where practi-
cable, with provision for emergency light. Distribution of

121

light shall be as shown on the standard plans of the Rail-
way Mail Service. Electric-light installations on postal
cars shall include distribution, preferably by condulet sys-
tem with separate circuits, cut-outs, and switchboard
regulation. The generator, distribution, battery boxes, and
their equipment, train connectors, charging plugs, other
accessories, and all wiring to be as per the railway com-
pany's standard practice.

Gas-lighting installation on postal cars to be in ac-
cordance with the railway company's standard practice.

34. He.\tixg. — Heating of postal cars primarily to be
with steam or hot water. Pipes are to have suitable pro-
tection guards of wire or perforated metal. Pipes located
behind paper-rack sections shall not occupy space exceed-
ing 20 inches in height and 4 inches from wall of car.
"Where service conditions require, an auxiliary coal-burning
stove of safety pattern shall be furnished, complete with
coal liox and firing tools, smokejack properly screened, and
protection guards. The stove and coal box to be securely
attached.

The train pipe steam fine to be applied and equippeiJ with
end valves, steam hose and couplings, as per i\I. C. E, re-
quirements and the railway company's standard.

Requirements of the Post Office Department embody
three main points ; First, sufficient heat to keep the postal
car or apartment comfortably warm ; second, proper dis-
trilmtion of heat, particularly throughout that part of the
car occupied by letter cases and paper racks (care should
be taken not to have excess of heat around the letter
cases), and third, an arrangement of pipes to avoid inter-
ference with distributing facilities.

To obtain the results outlined above the Department
will require postal cars and apartments to be equipped with
sufficient amount of radiation to make the floor of the car
comfortable and to obtain a temperature of 65 degrees be-
tween the side doors at a point 5 feet above the floor line,
and to maintain such temperature under the most adverse
weather conditions to which the car is subjected when in
service. Sufficient radiation should be provided in the end
of the ear containing hopper and washstand to maintain
a temperature of at least 48 degrees in that location.

All coal-burning stoves furnished as an auxiliary or
emergency heat must be of a safety pattern or design,
properly guarded by metal casing so as to prevent over-
heating of closely-surrounding objects and damage which
mi,ght result therefrom.

35. Ventilation. — Ventilation of postal cars of clere-
story design to be accomplished preferably by means of
self-acting ventilators, having intake and exhaust working
in conjunction. Four such ventilators per side for 70 and
60-foot cars ; three per side in 50 and 40-foot ears, and two
per side in mail apartments placed to obtain ina.ximum
results. Other deck sash to have clear glass and to be
placed in fixed position without screens.. Trimmings of
deck sash to be railway company's standard.

Postal cars not having clere-story roofs are to have
a sufficient equipment of self-acting ventilators in the roof.

36. Vestibules. — Postal cars are to be equipped with
railway company's standard short vestibule, preferably
with outside buft'er springs, and with diaphragms when
needed for communicating between cars.

37. Couplers and Draft Gears. — The details of the
coupler and draft gear to be in accordance with !\I. C. B.,
and LInited States safety appliance requirements, and the
practice of the railroad for which the cars are built.

38. Buffing Mechanism. — The details of the buffing
mechanism to be in accordance with the practice of the
railroad for which the ears are built.

39. Brake and Signal Equifsient. — Postal cars to be
equipped with automatic air brakes and signal equipment

POS

CAR BUILDERS' DICTIONARY

of the latest design, railway company's standard. Hand
brakes in accordance with United States safety-appliance
standards. Brakes to be applied to all wheels and to be
preferably arranged inside on four-wheeled trucks.

The braking power should not be less than 80 per cent of
the light weight of the car, based on 60 pounds air pressure
in the air-brake cylinder.

Suitable cord or attachments shall be furnished for con-
venient operation of the conductor's valve and train-signal
system.

40. Steps, H.\ndhoi.ds, Sign-\l Be.\ckets. — The details
of the steps, handholds, and signal brackets to be in ac-
cordance with United States safety appliances and M. C. B.
requirements and the practice of the railroad for which the
cars are built. Side steps to be full width of door opening
where possible. Handholds to be applied to each side
doorpost.

41. St--\nchions .\nd Screens. — Stancliions in storage
ends and at ends of pouch racks, screen frames, and screens
to be located as per standard Railway Mail Service plans.

42. S.AFETY Rons and Bars. — Safety rods to be applied
in an equivalent manner to that called for in Railway Mail
Service interior specifications. Each side door not
equipped with catcher arm should be provided with safety
bar.

43. Interior Equipment. — The following list of equip-
ment shall lie arranged as shown on standard Railway
Mail Service drawings, the details to be as per railway
company's standards :

Broom. Mirror.

Catcher arms Paper boxes.

Cinder guards. Paper rakes.

Coffee healer when necessary Portable bins.

Cots when necessary. Register cages.

Disinfectants. Sack and pouch racks.

Distributing tables. Shelf and letter drop.

Deck sash opener. Slip case.

Drinking cup. Stepladder.

Dust brush. Stout stool.

Dumping tray. Torch for lighting gas.

Fire buckets. Toilet-paper holder.

Fire extinguishers. Wardrobe.

Folding wash basin. Water cooler.

General-order case. Water tank.

Hopper. Wrecking tools.

Letter cases. Wire screen for letter case.

Lock rods.

TRUCK.

44. General. — Trucks may have either the built-up
metal or cast-steel frames and may be either of the four-
wheel or six-wheel type, within the limit of wheel loads
given below. I'^or cars equipped with one cast-iron brake
shoe per wheel the effective maximum emergency brake-
shoe pressure must not exceed 18,000 pounds per shoe.
When two brake shoes per wdieel, or one shoe per wheel
having a higher coefficient of friction than cast iron, are
used, the wheel loads may be increased to the allowable
carrying capacity of the Master Car Builders' standard
rules.

45. Wheel Loads. — Maximum weight of loaded cars
must not exceed 15,000 pounds per wheel for M. C. B.
standard axle having 5 by 9 inch journals, or 18,000 pounds
per wheel for M. C. B. standard axle having 5^/2 by 10
inch journals.

46. Details. — Wheels shall be either all-steel or steel-
tired. All other truck details, including body and truck
center plates and side bearings, shall be in accordance with
M. C. B. requirements and the practice of the railway for
whose service the cars are built.

47. Painting.— The painting of car body and trucks

shall be in accordance with the railway company's specifica-
tions for steel cars. Light-color enamel paint to be used
for interior finish.

48. Lettering and Numbers. — The lettering and num-
bering of postal cars to conform to Railway Mail Service
requirements and the railway company's standards.

SPECIFICATION, DATED MARCH 28, 1912, AND

CORRECTED TO AUGUST 29, 1912, FOR

FIXTURES FOR MAIL CARS. FIGS.

256 257, 259, 260 and 1711-1728.

Section 1. — Distributing Tables Under Letter Cases.

(a) Contour, size, and location are shown on Railway
Mail Service floor plans for mail cars.

(b) Tables shall be of ll^-inch finished stock, cherry,
birch, or maple preferred in order named, at a uniform
level of 28 inches at top from floor. Drawers with hasps
for locking shall be installed under tables, as indicated on
Railway Mail Service floor plans. If metal construction
is adopted, tables shall have an upper surface of ^-inch
pressed cork, -j-g-inch elastic rubber, or such other material
as will meet departmental approval.

(c) Ten inch by 10 inch canceling pads of high-grade
elastic rubber, yi inch thick, shall he installed in wood or
cork-covered letter tables at points indicated on Railway
Mail Service floor plans, top surface of pads to .be flush
wdth top of tables.

(d) A flat wooden strip, 2j4 inches wide, 1 inch thick,
half round at top edge, shall be placed on front edge of
letter tables to prevent mail slipping off. It should project
1 inch above surface of table, except that a section 2 inches
long should be cut out at front, flush with surface of table,
to provide for the removal of sweepings, ends of strip at
opening to l;e rounded.

MAIL.

Section 2. — Letter Cases.

(a) Location of letter cases, with number and sizes of
boxes to be provided, is shown on Railway Mail Service
floor plans.

(b) Cases shall be constructed of aluminum or other
metal, or wood when over-all dimensions permit. Vertical
partitions shall be not less than 1-32 inch thick ('if of
aluminum, not less than 1-16 inch'), be devoid of shoulders,
and present a rounded front not more than 3-16 nor less
than 3-32 inch thick. The "Tilley" revolving label holder,
a metal holder of equivalent design, or square label holder
made of cherry or other suitable wood, shall be applied in
front of horizontal partitions and above top row of boxes of
all cases. No label holders are required at bottom of cases.
If wood holders are used, corners should be beveled 1-16
inch, forming f^-inch flat surface, for application of paste
labels. The label holders shall be installed so that each
face may be turned to the front at will and be held in posi-
tion by flat springs applied in such manner as to prevent
formation of shoulders. Not more than seven label holders
should be operated by one spring. Top of label holder
shall be level with bottom of box at outer edge.

(c) Cases shall be made 12 rows high, the back of bot-
tom row of boxes to rest on letter table. The seven lower
rows and top row of boxes shall each be 4 inches high.
The eighth, ninth, tenth, and eleventh rows shall be 3%
inches high. Short letter boxes shall be 7 inches- and long
letter boxes 9^-2 inches deep, front to back (exclusive of
label holders), sloping from the front IVz inches, the bot-
toms to be of perforated metal not less than 1-32 inch
thick, stamped to pattern shown on Railway I^Iail Service
drawings, or of approved equivalent, except lower row of
boxes shall have bottoms with perforations at back only,
with corresponding openings through letter tables to per-
mit dust to fall through. Bottoms shall be turned at front

12^

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CAR BUILDERS' DICTIONARY

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to meet the '/2-inch square label holders in such manner as
to prevent formation of shoulders, substantially as indi-
cated on drawings. There shall be a strip 1 inch wide
underneath cases, immediately in front of holes through
tables, fitted snugly betwen partitions to prevent accumu-
lation of dust under case. Space between bottom of case
and top of table shall be closed in by a vertical strip placed
flush with face line of case.

Short letter boxes shall be 4^4 inches and long letter
boxes S inches wide. The register cases for 60-foot cars
shall be 8 rows high, occupying same height as letter cases.
Boxes in this case ti l-c- ' i -'t r es deep (exclusive of label
holders) and 5-)^ inches wide.

(rf) Figures in preceding paragraph covering height and
width of boxes indicate dimensions in the clear at front.

(e) Portable screens of suitable wire, not to exceed 1-
inch mesh, framed to insure rigidity, shall be applied to
front of letter cases, as indicated on Railway Mail Service
floor plans. Screens shall be suspended from hooks at'
top line and arranged to lock below bottom line of cases,
except that screen covering back section of register case
in 60-foot cars shall be hung at side in such manner as to
be easily removable.

(f) Back of letter cases shall lie co\'ered with sheet
metal or 1-16-inch wire. If latter is used, mesh shall not
exceed ^4 inch.

(g) If metal other than aluminum is used, cases should
be given a heavy coating of aluminum paint.

Section 3. — Racks for Sacks and Pouches.

(a) Only such type of rack as has been approved by the
department shall be installed in any car.

(b) Top frame of rack section to consist of four 34-
inch pipes, placed parallel with 'side of car. The rod
nearest wall of car is designated as No. 1 ; the next, or
middle top rod, as No. 2; the outside top rod, nearest
center of car, as No. 3. Rods 1 and 2, and 2 and 3
shall be spaced in line 13 inches center to center. Rod
No. 4, same size, shall be 2j4 inches below and 1%
inches forward of rod No. 3 (measuring center to center).
This rod is used to support paper-distributing tables,
dumping tray, and bridges. Racks should be made in
standard sections, "5 feet long, end to end, outside meas-
urement, including '4 inch clearance at each end, and
shall furnish not less than 4 feet 10^4 inches clear hang-
ing space between end members. Rack sections of same
construction of less length than the above standard shall
be installed when required, as shown on Railway IVlail
Service floor plans.

(c) Racks shall be of such construction as will per-
mit of top frame being raised or lowered at will, that
the space may be used for storage purposes.

(d) Two parallel rods of 34-inch pipe, equidistant from
center line of car, shall be installed to support paper-
distributing tables and bridges. Rods shall be placed 4
inches apart, center to center, shall be 30^ inches from
floor to center of rods, and be supported at ends and joints
by single standards. Rods shall be made in sections to
correspond in length with sections of racks and in-
stalled in such manner as to be removable in pairs.

(e) Sections of rack as hereinbefore described shall be
installed on each side of parallel center rods, 2254 inches
from nearest rod to rod No. 4 of said sections (meas-
urmg center to center). The intervening space not oc-
cupied by distributing tables and dumping tray shall be
filled with bridge sections. Such sections shall be of
54-inch pipe, and be 22^ inches long and 13 inches wide,
with sides elevated 4 inches above ends. Measurements
to be made center to center. Rod No. 1 shall be placed
38;4 inches from floor to center. This rod will be 2
inches from side wall to center, in cars 9 feet in width.

inside measurenient, and in wider cars racks shall be
similarly located from center line of car, the additional
space between wall and rod No. 1 to be taken up by block-
ing-out brackets. Rod No. 2 shall be 37j4 and rod No.
3, 36;/'2 inches from floor to center.

(/') Five aluminum, malleable iron, or brass label hold-
ers, uniformly spaced, shall be placed on rods No. 1 and
No. 2, and one in center on each side of bridges. Label
holder shall be 7 inches long, 1J4 inches wide, and have
machine-milled slot 1-16 inch deep and 15-16 inch wide,
enlarged at ends, into which folded paper labels can be
inserted. Face opening of slot shall be 11-16 inch wide.
Label holders shall have smooth finish, devoid of cut-
ting edges and sharp points, and be attached to rods
through lugs 1 inch from ends at such height as to give
5-16 inch clearance between rod and label holder, per-
mitting free movement of hooks. (There shall be no
label holders on rod No. 3.)

(g) Revolving-shank hooks shall be placed on the rfids
as follows : Rod No. 1 to have 20 hooks, all pointing to-
ward rod No. 2. Rod No. 2 to have 40 hooks, pointing
alternately toward rods No. 1 and No. 3. Rod No. 3 to
have 20 hooks pointing toward rod No. 2. On rods No.
1 and No. 3, one hook should be placed at each end of each
label holder and two under middle part, between lugs. On
rod No. 2, two hooks pointing alternately toward rod
No, 1 and No. 3, should be provided under each end of
each label holder, and four hooks similarly applied under
middle part, between lugs.

(h) Rods and hooks, if painted, should permit free
movement.

(i) Hinged wire screens to be provided at end of bag
racks, adjoining door openings.

Section 4. — Paper-Distributing Tables and
Dumping Tray.
Wood preferred to metal construction. For details, see
drawings.

Section 5. — Letter Package and Paper Boxes in All Mail
Cars, Except 8, 10 and 12-Foot Apartments and
6, 8. 10, 12 and 15-Foot Alley
Apartments.

(a) Shall be of wood or metal construction sufficiently
heavy to prevent deformation.

(b) Paper boxes shall be 9 and 12 inches wide, re-
spectively, center to center, as shown on Railway Mail
Service floor plans. Shall be not less than 2S inches front
to back in the clear, bottom sloping 6 inches toward
front. Bottom line at front to be 5 feet 3 inches in clear
from floor. Boxes should conform at top to contour of
deck, thus providing the largest possible vertical opening.

(c) In cars having turtleback tops, paper boxes shall
conform to details of measurement and shall have not
less than the capacity indicated in paragraph (b) .

id) Paper boxes shall have sliding fronts not less
than 8 nor more than 10 inches high, or approximately
one-third the height of front of box. Fronts shall have
wire or grill latticework centers, with 4'4-inch label
holders at bottom and lifts at top of slides.

(r) Friction springs, to hold sliding fronts in a
raised position, shall be placed in slide grooves in ver-
tical partitions.

if) Double or twin hooks shall be placed under each
vertical partition, with points toward side of car, about 1
inch back from face line of boxes.

( g) Letter package boxes in apartment cars, and pa-
per boxes in 8, 10 and 12-foot apartments and 6, 8, 10,
12 and 15-foot alley apartments shall be installed as in-
dicated on Railway Mail Service floor plans. These boxes

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CAR BUILDERS' DICTIONARY

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shall follow same general construction as overhead pa-
per boxes described in preceding paragraphs.
Section 6. — Small Cases for Slips.

Small pigeonhole cases for slips and schemes and a
small wood or metal box for labels from pouches shall
be installed as indicated on Railway Mail Service floor
plans.

Section 7. — Portable Bins for Letter Packages.

Portable bins of wire netting, or substantial light wood
construction, approximately 14 inches wide, 18 inches
long, 14 inches high at back and 10 inches high in front,
shall be furnished, as indicated on Railway Mail Service
floor plans.

Section 8. — Cage for Registered Mail.
A strong wire netting cage shall be installed in all mail
cars and apartments.

Section 9. — Order Box.
A light-weight steel or wood box, 9j4 inches by 14
inches and V/2 inches deep, with suitable door and catch,
shall be located as indicated on Railway Mail Service
floor plans. Box to have three pointed metal pins, about
2 inches from top, on which to file order sheets. Pins
should be V/i inches long and be slightly curved or
pointed upward.

Section 10. — Hoppers.
Flushing or dry hopper, former preferred, shall be in-
stalled at location in car indicated on Railway Mail Serv-
ice floor plans. When dry hopper is used, it shall have
double lid, large opening top and bottom, with nearly
straight sides, and chute leading through and extending
below floor; bottom to be free from obstruction and pro-
vided with deflector.

Section 11. — Lavatory.
Lavatory located as indicated on Railway Mail Service
floor plans shall be of the folding type, designed to occupy
not to exceed 6J4 inches front to back when folded ; to
have basin of not less than 12 inches in diameter, 4^
inches deep, and not less than i/2-inch splash rim at top.
Top of basin when lowered to be 29 inches from floor. A
steam jet shall be introduced into basin or water system
to heat water.

Section 12. — Water Tanks and Drinking- Water
Containers.

(a) Drinking-water container shall be constructed to
keep water and ice separate and free from foreign sub-
stances when filling, with provisions for draining each
compartment through drain cock at bottom, unless con-
tainer is constructed in such manner as to permit of easy
removal for cleaning, and shall be of such capacity as op-
erating conditions may warrant. Only such type of con-
tainer as has been approved by the department shall be
installed in any car.

(b) Tanks, insulated when service conditions require
to prevent freezing, to contain water for lavatory and hop-
per, shaped to conform to deck of car, shall be located in
deck above hopper, with provision for filling through
roof, and shall be securely attached to walls, ceiling, and
bulkhead partition.

Section 13. — Wardrobe — Mirror.
(a) Wardrobe of substantial construction shall be in-
stalled as indicated on Railway Mail Service floor plans.
Same shall extend from floor to deck of car, be provided
with latch and hasp for locking, shelf 5^ feet from floor,
and have a row of wardrobe hooks 6 inches apart, ex-
tending around sides and end under shelf. Ventilation

should be provided through holes or grill plates at bot-
tom and top of door.

(&) A mirror, approximately 12 by 15 inches, should be
located on outside of wardrobe door, or most available
point near lavatory or wardrobe.

Section 14. — Wrecking Tools — Fire Extinguishers.
Shall be provided in accordance with existing laws and
regulations. Extinguishers may be attached to ends of
overhead paper boxes adjacent to side doorways. Wreck-
ing tools may be attached vertically to side wall back of
wing letter case or as shown on Railway Mail Service
floor plans.

Section IS. — Gas Plate, Steam Cooker or Equivalent.

Should be installed when required for use of postal
clerks in making coffee and warming lunches, located
preferably on bulkhead, as indicated on Railway Mail
Service floor plans, approximately 5 feet from floor.

Section 16. — Cots — Stepladder — Stool.

(a) Portable cots and stepladder should be furnished
in cars where service conditions require their use.

(6) A stout stool 18 inches high, or chair, should be
placed in all mail cars and apartments.

Section 17. — Deodorants and Disinfectants — Toilet Paper.
Toilet paper required in all cases ; deodorants and dis-
infectants where conditions warrant.

Section 18. — Door Fixtures.

Suitable outside door fixtures shall be applied in such
manner that door may be opened to full width between
posts, and be locked shut with mail or other lock, as a
means of safety.

A device of acceptable design shall be provided to hold
sliding doors in an open or closed position as desired.

End doors shall be provided with chain bolt and slide. '

Other fixtures, standard.

Section 19. — Lighting.
In apartment cars lighted by electricity, a separate cir-
cuit should be provided for the mail apartment, to be
operated entirely independent from baggage or express
apartment of the car. Knife and snap switches only
shall be placed in mail apartment; all other mechanism
to be placed in adjoining apartment.

Section 20. — Rakes for Paper Boxes.
Two rakes, of light but substantial construction, hav-
ing crossheads 7 inches long with 5 wood or looped-wire
teeth 2J4 inches long and handles 24 inches long, with
screw eye in ends, shall be furnished each full railway
postoffice car, and one such rake each apartment car.

Section 21. — Catcher Arms — Safety Bars — Cinder Guards.

(a) Two catcher arms shall be furnished for each car,
sockets applied to all side-door posts. Safety bars, to be
secured in position by locking device, shall be installed at
noncatcher doors in catcher-arm sockets.

(&) Four cinder guards shall be furnished for each car,
holding brackets to be applied to all side-door posts and
at ends of overhead paper boxes.

Section 22. — Safet}^ Rods — Window Protection Rods.

(a) Two rods of 1-inch gas pipe shall be suspended 7
feet 3 inches from floor to center of rod and 19 inches
from center of car. Rods to extend full length of car,
curved to clear lights, and shall be suspended from deck
ceiling by hangers of same section, not more than 8 feet
apart, which shall be securely attached to re-enforcement
or filling blocks between ceiling and roof at each hanger.
Hanger and rod attachment shall be a pipe tee. Rods

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CAR BUILDERS' DICTIONARY

PUL

shall be securely side-braced to deck sills at each hanger.
A 5^-inch hand rod, securely attached to side plate, shall
be installed over each side door, extending full width
of same.

(6) Five-eighths-inch rods of hardwood, hickory pre-
ferred, spaced 3 inches apart, shall be provided as pro-
tection for windows on inside. Windows adjacent side
doorways shall be protected by '/<-inch iron rods outside,
if window is located less than 2 feet from door opening.

Section 23. — Letter Drops.
Letter drops of an acceptable design shall be installed
as indicated on Railway Mail Service floor plans, and
shall conform in detail of construction to Railway Mail
Service drawings.

Section 24. — JMovable Stanchions.
Shall be made of lj4-inch gas pipe. Floor sockets to

be located as shown on Railway Mail Service floor plans.

Springs shall be placed in top brackets to prevent stan-
chions from rattling.

Pouch Catcher. See M.ml Catcher.

Pouch Hook (Postal Cars). Hooks used for suspend-
ing mail bags while assorting the mails.

Pouch Rack (Postal Car). A rack built of standards
and horizontal rods to which the pouch hooks are at-
tached and which support the pouches or bags while
mail is being distributed into them.

Poultry Car. Figs. 95-98, 369. A form of stock car
for carrying live poultry. See Cak, M. C. B. Class S. P.

Pressure Bar (Bufting Apparatus). A stiff iron bar of
a cross-shaped (-f ) cross section, which connects the
drawbar to the bufi^er spring, so that the draft spring
reinforces the buffing spring and the buffing spring
takes up part of the pull on the drawbar, thus relieving
the draft spring. The pressure bar also forces out the
buffer stem and plate when the drawbar is pulled out,
thus maintaining a continuous platform between the
cars.

Pressure Gage (Pintsch Gas Lighting). A gage usually
placed in a saloon. It registers atmospheres or pounds
and atmospheres, for convenience in computing the
volume of gas in the tank.

Pressure Head (Brake Cylinder). The head that
covers the end of the brake cylinder into which air
pressure is admitted when the brakes are applied.

Pressure Regulator. Figs. 1948, 1965, 1974. A valve de-
signed to regulate the delivery pressure of steam in a
steam heating system. It depends entirely upon the
elasticity of springs, the pressure of which can be gaged
or regulated by screw studs that bear upon one end of
the springs.

(Pintsch Gas Lighting Apparatus.) R, Fig. 2109;
Fig. 2110. The valve by which the pressure of
the compressed gas is reduced for consumption.
The pressure regulator is one complete fixture,
adjusted by the maker. Names of the principal in-
terior parts are diaphragm, diaghragm connecting rod,
diaphragm lever, regulating valve and dust arrester.

Pressure Retaining Valve. Figs. 1282-1284, 1360. A
device by means of which a certain part of the brake
cylinder pressure may be retained to aid in retarding
the acceleration of a train in descending long grades
while the brake pipe pressure is increased after one ap-
plication to recharge the auxiliary reservoirs. It is
controlled by a small handle, the position of which
causes it to operate or not, as desired. There are four
different types, the ordinary, Fig. 1282, the vestibule,
Fig. 1284, the double pressure, Fig. 1283, and the driver

brake. The first two t\pcs may be made to retain 0 or
IS lbs.; the third to retain 0, 15 or 30 lbs. or 0, 25 and
50 lbs.; the fourth to retain 0, IS lbs., or all cylinder
pressure. In descending grades the liandle is turned
to the proper position to retain the desired pressure,
while on the level the handle is turned to allow the air
to escape to the atmosphere. Also called retaining
valve.

Pressure and Vapor Heating System. Figs. 1950, 1958.
A combination of the pressure and vapor lieating sys-
tems by which it is possible to operate with an open
drip and the lowest temperature in the pipes, or by
various pressures with the closed drip, up to that on the
train line.

Priming (Painting). The iirst coat in car painting.

See also Pajnting. j

Private Car. Figs. 152, ISS, 251. A car for private
use, usually containing eating and sleeping facilities.
Private cars used by railway officials are ordinarily
termed business cars. Freight cars owned by com-
panies other than the railways are termed private line
cars or sometimes simply private cars. See Car, M.
C. B., Class PV.

Produce Car. A modified form of refrigerator car,
provided with ventilators and ice boxes, for the trans-
portation of fruit, vegetables and perishable produce.

Profile Carline. A carline extending from one plate
to the other, bent to conform to the shape of the
clere-story.

Propelling Chain (Steam Shovel). A heavy chain
passing over a sprocket on an axle of the truck and
a sprocket geared to the winding drum. By revolving
the winding drum sprocket the shovel is made to
move forward or back on the track by its own power.

Propelling Gear (Steam Shovel). The gears which
turn from the main winding drum when the propelling
chain is to be operated.

Propelling Lever (Hand Car). The main lever, to
which power is applied.

Protection Cap. A L.amp Jack.

Protection Strip. Fig. 489. A strip used on a freight
car side door to protect it from wear when being
opened and closed. Such strips are also used to stif-
fen the door and to prevent the entrance of sparks.
See Spark Strip.

Pull. "A catch or lip upon a drawer, door or window,
by which it is pulled open." — Knight. See Door Pull,
etc.

Pull Hook or Deck Sash Opener. Fig. 1799. A rod
with a small hook at one end for opening deck sashes.
Also called a ventilator staff.

Pull Iron. A roping staple. A U-bolt passing through
the side sill for the purpose of attaching ropes in
switching. See also Push Pole Pocket.

Pull Ring. A metal ring with a screw attached, by
which it is fastened to any object, as a sash, drawer,
etc., to take hold of in opening it.

Pull Rod Carry Iron. A carry iron for an uncoupling
rod.

Pulley. Fig. 2321. "A wheel with a .grooved, flat or
slightly conve-x rim, adapted to receive a cord or band
which runs over it. Its function is to transmit power
or change the direction of motion." — Knight. A
sheave is a pulley wheel in a block, but sheave and
pulley are used as almost synonymous terms. See
Sheave and Berth Chain Pulley.

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CAR BUILDERS' DICTIONARY

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Pullman Car. Figs. 176, 177, 181, 411-414, 416-418, 420.
A name strictly applicable only to cars operated by
tbe Pullman Company, but in common usage fre-
quently applied to sleeping, parlor or drawing-room
cars built after the same designs as those adopted by
the Pullman Company.

Pump (Wash Rooms). See B.\siN Pl-mt.

Pump Governor. See Air Comi'Ressor Governor.

Purlin. 83, Figs. 285-288, 368, 374, 375; 4, Fig. 859. A
longitudinal piece of timber over the carlines, extend-
ing from one end of the car roof to the other, to
which tile roof boards are fastened. Sometimes
called a roof strip, but the latter more correctly ap-
plies to strips sometimes used above the purlins.

Purlin Bracket. F"ig. 493. An iron casting or forging
used to connect a purlin to the end plate.

Push Button. Fig. 1385. Used in connection with the
whistle of the train signal apparatus.

Push Button Faucet. Fig. 1620. A faucet controlled
b}' a push button.

Push Car or Lorry Car. A four-wheeled car used to
carry materials and tools and moved or pushed by
hand. See also Ferry Push C.\r.

Push Pole. .V pole or wrought iron tube which is used
as a strut to span diagonally the distance between
the corners of a locomotive and a car, standing on
two parallel tracks to push the car without switching
the locomotive onto the same track that the car
occupies.

Push Pole Pocket. 191, Figs. 285-288, 320; 10, Fig. 297;
9, Fig. 342; Fig. 494. .\ plate placed on the corners
of fre-'gbt cars, with a cavity for inserting poles or
bars in switching, to enable the car to be moved from
the side by an engine on a parallel track. A Roping
Staple serves the same purpose when it is desired
to use a rope or cable.

Push Rod (Brake Cylinder). Figs. 490, 1239. A round
bar which transmits the braking force from the piston
of the brake cylinder to the brake levers. It has a
crosshead formed on one end, by which it is attached
to the cylinder lever. It is guided by a hollow piston
rod. As it has not a rigid connection to the piston,
but can slide freely in the hollow piston rod, when
the brakes are .applied by hand it does not become
necessary to overcome the friction of the piston in
the cylinder.

Pushover Seat. .See VV,\lkover Se.\t.

Putty. .A. mixture of linseed oil with whiting, which
latter is chalk hnely pulverized.

Quadrant. A piece of mttal curved in the form of the
arc of a circle.

(Steam Shovel.) A casting for holding the operat-
ing levers.

Quadrant Levers (Steam Shovel). The handles
mounted on the quadrant which control the various
movements of the shovel.

Quadruplet (of Elliptic Springs). Four springs side
by side acting as one.

Quartette (Elliptic Spring). Also called Quadruplet,
wdiich see.

Queen Post (of a Truss). 21, Figs. 285-288, 368, 374,
375 ; 20, Fig. 355 ; 34, Fig. 383 ; 22, Figs. 423-425. One
of a pair of vertical posts against wdiich the truss
rod bears. When one post only is used, it is called

a King Post. Such posts are used for the truss rods
under car bodies and occasionally trucks.

Queen Post Stay. .\ bar attached to a queen post to
stay it laterally.

Quick Action Automatic Air Brake. Fig. 12c3, etc.
The triple valve is so modified that when a relatively
quick reduction in brake pipe pressure is made, it also
opens a direct communication from the brake pipe
through the triple valve to the brake cylinder. This
not only increases the brake cylinder pressure in pro-
portion to the amount of air flowing into it from the
brake pipe locally on each car, but by venting air
from the brake pipe locally on each car, hastens and
increases the effect of the reduction made at the
brake valve. The net result is to shorten the lime
from the movement of the brake valve handle until
a full brake application is obtained on the entire train,
and to increase the total braking power obtainable by
such an operation ( emergency application) about 20
per cent. o\er the ma.ximum obtainable during or-
dinary operations (service application), or when us-
ing the Pl.\in Auto.matic Brake.

Quick Action Triple Valve (.'\ir Brake). See Triple

\^.\LVE.

Quick Service Valve. Fig. 1374. .A valve used with
the emergency straight air brake system to accelerate
the application and release of brakes. Is located be-
tween the train line and the emergency valve.

Quill Drive (Motor Cars). Fig. 2550. A flexible con-
nection between motors and driving wheels, providing
a spring suspension for the motors and spring trans-
mission of the motor torque.

Quintuplet (of Elliptic Springs). Five springs side by
side acting as one.

R

Rabbet. "A rectangular groove made longitudinally
along the edge of one piece to receive the edge of
another. It is common in paneling, and in door
frames for the door to shut into." — Knight.

Rack. "A frame for receiving various articles." — Web-
ster. See Basket R,\ck, etc.

"In machinery, a rectilineal sliding piece, with
teeth cut on its edge for working with a wheel." —
Brande. A R.\tchet.

Rack Catch (for Head Board of a Sleeping Car Berth).
A small cupboard catch to hold the headboard pocket
closed.

Radial Yoke. See Figs. 680-682. A special form of
coupler yoke.

Radiator (Heating Apparatus). The pipes passing
through a car, through which the hot water or steam
circulates.

Radiator Stand. A support for a radiator.

Rafter. A timber to support a roof.

Rail. "The horizontal part in any piece of framing or
paneling." — \'Vebster.

Railing. See Pl.vtform Railing.

Raised Roof. An upper deck or clear story.

Rake (Postal Car). Fig. 1716. Used for handling the
papers on postal cars.

Ranges and Cook Stoves. Figs. 1574, 1583. A range is
a fixed and more elaborate cook stove attached to the
wall, and, in houses, usually built in with brick so as
to need no stovepipe to connect with the chimney.

Ratchet. .'\ serrated edge like that of a saw, some-
times straight and sometimes on a wheel, into which a

126

RAT

CAR BUILDERS' DICTIONARY

REG

pawl engages, for producing or (more commonly) re-
straining motion. See Brake Ratchet Wheel, Wind-
ing Shaft Ratchet Wheel. An undulating ratchet
is one having no sharp edges, so that the ratchet catch
will slide over them without removal on the application
of force, as in deck sash pivots.

Ratchet Burner (Oil Lamp). One in which the wick
is moved up and down by a pointed wheel engaging in
it, like mineral oil burners.

Ratchet Jack. A jack operated on the ratchet principle.
See Jack.

Ratchet Wheel. A wheel with teeth like a saw cut
into the outer edge to engage with a Pawl which pre-
vents the wheel from being turned in one direction
while allowing it to turn in the opposite direction. See
Brake Ratchet Wheel, Winding Shaft Ratchet
Wheel.

Receiver (Pintsch System). A cylindrical steel tank,
with riveted and soldered seams, adapted to receive
and retain gas at high pressures and hung under a car.

Receiver Filling Valve (Pintsch Gas Lighting). A
valve of pecidiar construction for the admission of the
compressed gas to the receiver, so that it can be trans-
mitted to the regulator for consumption.

Reclining Chair. Figs. 1512; 1549; 1550. A chair the
back of which can be inclined, and which is provided
with leg and foot rests.

Recording Table. The table on which is placed the
recording apparatus of a dynamometer car.

Reducer. See Bushing and Reducing Pipe Coupling,

Reducing Pipe Coupling. Fig. 1946. A coupling for
connecting two pipes of different diameters.

Reducing Tee (Pipe Fittings). A pipe fitting having
three openings, one of which is smaller or larger than
the other two. See Tee.

Reducing Valve (Train Air Signal Apparatus). A
valve for reducing the pressure of air admitted to the
train signal pipes below that maintained in the brake
pipes and main reservoir. In the train air signal ap-
paratus a pressure of from 40 to 45 lbs. is used.
(Air Brake.) See Feed Valve.
(High-Speed Brake.) See Reducing Valve^ Auto-
matic.

(Car Heater.) Fig. 2045, 2066. Used for reducing
the steam pressure for the steam heating apparatus

Reducing Valve, Automatic (High Speed Brakes).
Figs. 1277-1281. A valve attached to the brake cylinder
■ to automatically bleed the pressure down to 60 lbs.
after an emergency application, when the pressure in
the cylinder rises to 85 lbs. or more. The triangular
port gives a graduated reduction. It also prevents the
brake cylinder pressure from exceeding 60 lbs. pres-
sure in a service application. The triangular port then
gives a wide opening.

Reducing Valve Strainer (Air Brake). Fig. 1361.
Strainer for use in connection with reducing valve.

Reflector. Figs. 2379, 2380, 2381, etc. A device placed
behind or above a lamp to throw the light in any de-
sired direction.

Refrigerator (of a Refri,gerator Car). The chamber,
constituting the main body of the car, in which the pay-
ing load is placed.

(Fig. 1582.) A box or chest for keeping articles
cool by means of ice. Used in dining, buffet and pri-
vate cars.

Regulator Strap (Pintsch System). Fi,g. 2110. An
Car, M. C. B. Class R. A box car suitable for carry-

ing commodities that need icing in transit, ecjuipped
with two or more ice bunkers or baskets and suitable
means for draining off melted ice or briny water. Has
side doors and doors in the roof for admitting ice and
salt. The temperature usually desired in refrigerator
cars is about 40 degrees F., or 8 degrees above freezing.
Refrigerator cars are often converted to heater cars
during cold weather when it is desired to transport
perishable products. See FIeater Car.

Refrigerator Car Doors. Figs. 798-799a, 801-803. Doors
for this class of cars must fit tight and must be of a
heavy insulated construction in keeping with the rest
of the car.

Refrigerator Car Floors and Ice Tanks (M. C. B.

Recommended Practice).

In 1911 a uniform height of refrigerator cars
from rail to top of floor was adopted as follows:

Inasmuch as the heights of freight-house plat-
forms of the largest roads and packing houses vary
in height from 42 to 44 inches above the rail, and
as the American Railway Engineering and Main-
tenance of Way Association had not adopted any
standard height of freight-house platforms, that
this Association adopt a minimum of 48 inches as
the Recommended Practice of height of refrigera-
tor car floors, and that the Maintenance of Way
Association be requested to adopt a maximum
height of 44 inches, which will make ample allow-
ance between the bottom of refrigerator car doors
and top of platforms to avoid any trouble opening
doors at freight houses.

1911

ice tanks.
a Recommended Practice was adopted

In
that:

For fresh-meat cars, ice tanks of 5,000 pounds
ice capacity be the minimum. For fruit and dairy
cars, ice tanks of 3.000 pounds minimum, or 6,000
pounds per car.

Fig. 836. A plug which closes
ice bunkers of a refrigerator car.

Refrigerator Cars, Salt-W"ater Drippings. See Salt-
Water Drippings, Collection of.

Fig.

Refrigerator Car Plug.

the entrance to the

Refrigerator Door Hinge.

1840.

Refrigerttor Express Car. Figs. 112 and 113. An ex-
press car fitted with insulation and refrigeration ap-
paratus. See Car. M. C. B. Class BR.

Register. Fig. 898. An aperture for the passage of
air. provided with suitable valves, doors and sliding
or revolving plates, by which the aperture is opened
or closed. See Ventilator Register,

Register Cage (Postal Car). Figs. 1723- 1726. A com-
partment iir cage for registered mail.

Register Case ( P.istal Car). Fig. 1718. For the dis-

triliution of registered mail.
Regulating Valve. See Vapor Regulating Valve.
For acetylene gas lighting see Fig. 2239.
(Pintsch Gas Pressure Regulator.) See Pressure
Regul,\T( r.

Regulator (Electric Car Lighting). Figs. 2273-2275:
im, 2278, 2281, 2295, 2307-2310, 2316, 2318, 2319, 2322,
The device for controlling the generator output and
maintaining constant voltage on the lamp circuits. It
is a form of automatic rheostat.

(Pintsch System of Gas Lighting,) See Pressure
Regulator,

Regulator Straps (Pintsch System). Fig. 2110. An

12'7

REL

CAR BUILDERS' DICTIONARY

ROL

iron strap used to secure the regulator to the under
side of the car.

Relay. See Lamp Regulator Relay.

Release Cock. More properly Release Valve.

Release Spring (Passenger Equipment Trucks). 91,
Figs. 947, 966; Fig. 977. A spring attached to a truck
frame and acting on the brake beams so as to prevent
the brake shoes dragging on the wheels when the
train is running and the brakes are released.

(Air Brakes.) 9, Fig. 1289. A spiral spring
which acts to move the brake piston inward, and thus
release the brakes from the wheels after the com-
pressed air is allowed to escape from the cyUnders.

Release Spring Clip. Fig. 1156. The clip which holds
the release spring.

Release Valve (Air Brake). A cock attached to the
auxiliary reservoir for permitting the air pressure to
be reduced therein, when the locomotive is detached
or when the apparatus is out of order, so as to re-
lease or "bleed" the brakes.

Release Valve Rod. Fig. 489. A rod extending from
the release valve on the auxiliary reservoir to the
side of the car to operate the release valve.

Release Valve Rod Guide. A small iron eye attached
below the sills as a guide for the Release Valve Rod.

Relief Valve. See Gravity Relief Valve.

Replacer. See Car Replacer.

Reservoir (Air Brake). Main reservoirs (Fig. 1270)
of large capacity are placed under all motor cars hav-
ing air compressors. Auxiliar}' reservoirs (Fig. 1272)
are placed under all cars equipped with automatic
air brakes. In freight service a cast iron auxiliary
reservoir (Figs. 1294, etc.) is connected directly with
the brake cylinder and triple valve.
See Lamp Fount.

(Pintsch Gas Lighting Apparatus.) See Receiver.
(Car Heating.) See Vapor Reservoir.

Reservoir Drain Cock (Air Brake). Figs. 130S, 1364. A
cock for emptying the reservoir of any water con-
densed from the compressed air.

Reservoir Pipe (Air Brake). Also called air pipe and
discharge pipe. The pipe conveying the air from the
air compressor to the main reservoir.

Reservoir Support (Air Brake). Fig. 490. A bracket
by which a reservoir is attached to a car.

Resistance- Coils. See Electric Heaters.

Retaining Ring (for Wheel Tires). Fig. 1115, etc. A

ring securing the tire to the wheel. See Tire

Fastening.

Retaining Valve. See Pressure Retaining Valve.
Retarding Device Body (Triple Valve). 29, Fig. 1274;
Retarding Spring (Triple Valve). 33, Fig. 1274;
Retarding Stem (Triple Valve). 31, Fig. 1274;

Return Bend (Pipe Fittings). Fig. 1946. A short
U-shaped tube for uniting the ends of two pipes.

Reversible Car Seat. Figs. 1520, 1530, 1533. A name
used to designate the form of car seat in which the
back turns over to reverse the scat. A turn over seat.

Revolving Chair. See P.\rlor Car Chair.

Rheostat. Fig. 2574. A resistance used in connection
with the controller for limiting the current taken by
the motors during acceleration. Usually consists of
a numlier of iron grids or strips of iron ribbon prop-
erly connected and packed in a substantial frame.

the whole being mounted on the under side of the
car flooring.

Rib (of a Cast Iron Wheel). A bracket. See Wheel
Rib.

Ridge. See Roof Ridge.

Ridge Cap. 5, Fig. f<59. A flanged metal strip to
cover the ridge joint on a metal car roof.

Ridge Pole. 84, Figs. 285-288, 374, 375; 3, Fig. 859;
Fig. 875. A longitudinal member in the center of a
roof, supported by the carlines or rafters on which the
roof boards rest. In some cases the rafters are framed
into the ridge pole, and in some cases the ridge pole is
grooved to receive the roof sheets.

Ridge Pole Bracket. Fig. 493. A forging or casting
used to connect the ridge pole and the end plate.

Ridge Timber. A timber which caps the intersection
of two inclined floors meeting in the center of the car
as in side dump or ore cars. If the inclined floors were
the two sides of a gable roof the ridge timber would
then become a ridge pole.

Rigid Bolster Truck. Figs. 920-924, 927, 933, 939, 940-
944. A car truck with a bolster which has no Lateral
or Swing Motion. See also Bolster and Truck
Bolster.

Rim (of a Car Wheel). That portion of a car wheel
outside of the plate.

Rim Latch. Figs. 1655, 1665. A latch which is attached
to the inside of a door and is not let into it.

Riser. A piece of marble or metal set on edge around
about a wash bowl to prevent water from running
against the walls. See also Step Riser.

Rivet. A round piece of metal with a head on one
end, used to hold two or more pieces of material to-
gether by passing it through them and turning over
or upsetting the headless end.

Rim Lock. A lock having an exterior metallic case
which projects from the face of the door, differing thus
from a mortise lock.

Rocker (Tip Car). A crescent-shaped casting bolted
to the rocker timbers of the car body on which the
body rests and rolls when the body is tipped.

Rocker Bar (Heaters). A horizontal bar which sup-
ports the grate, and on which the latter is attached by
a pivot in the center so that it can be turned hori-
zontally and thus shake down the ashes.

Rocker Bearing Timber Hangers (Tip Car). Vertical
timbers or iron bars framed and bolted to the end
piece, to which the rocker bearing timbers are fastened.
Rocker Car Seat. A seat having the bottom adjustable
so as to give it an inclination toward the seat back in
all cases, on whichever side the seat back may be placed.
All modern car seats have mechanism by which this in-
clination is automatically given to the seat when the
back is reversed or swung back.
Rocker Casting (Car Seats). A casting forming a part
of the cushion carrier or stand, which is moved back
and forth by the seat back arms, and moves the cushion
forward, as well as giving it some inclination toward
the back.

Rocker Side Bearing. Fig. 1060. A device somewhat
similar to the roller side bearing. Instead of rollers,
rockers are used, which tend to offer a gradually in-
creasing resistance to the lateral motion of the bolster
and tend to return it.to its normal position at all times.

Rolled Axle. An axle made of rolled iron or steel.
See Axle.

128

-iiii

ROL

CAR BUILDERS' DICTIONARY

SAF

Rolled Steel Wheel. Figs. 1139, etc. A car wheel
made of rolled steel.

Roller Center Plate. Figs. 1027, 1029-1033. A center
plate fitted with rollers to reduce the friction in
turning.

Roller Side Bearing Truck. A lateral motion diamond
truck the frame of which is very like a swing motion
truck with a rigid spring plank. Lateral motion is
given to the truck bolster by placing it upon cylindrical
rollers resting upon the spring caps. The spring cap
and bolster bearing plate are concaved, so that the
motion of the rollers is restrained and the truck
bolster given stability.

Roller Side Bearings. Figs. 1032-1045, 1047, 1050-1059,
1063-1066. A side bearing fitted with rollers to reduce
the friction in curving.

Roof. See Car Roof.

Roof Brace (of a Center Lamp or Chandelier). Diag-
onal stays passing from the lamp to the roof. Verti-
cal supporting stays are known as lamp arms, with or
without a large center stay.

Roof Corner Casting (Passenger Equipment Cars). A
cast iron molding for the corners of platform roofs.

Roof Door. See Icing Door.

Roof Framing. Fig. 405. See Body Framing and
Frame.

Roof Grab Iron. See Roof Hand Hold.

Roof Hand Hold (Box and Stock Cars). 102, Figs.
285-288. 305-321, etc. An iron bar fastened to the
roof to be grasped when ascending the ladder at the
end of the car. Also called Roof Grab Iron. See
Safety Appliances.

Roof Light. A deck sash.

Roof Panel (End). The panel over the door of a pas-
senger car.

Roof Ridge (Freight Cars). The intersection of the
two plane surfaces forming a pitching roof.

Roof Sheet Splice Tee. Fig. 497. A commercial Tee,
riveted to two roof sheets so as to form a splice be-
tween them and form a continuous surface.

Roof Sheets. 1, Fig. 859. Metallic sheets for covering
car roofs. The joints are made in various ways, most
of which are illustrated. See Car Roof,

Roof Ventilator. A ventilator in the roof of a car.

Roofing. See Siding, Flooring, Roofing and Lining.

Roping Staple. A U-bolt secured to the side sill near
the end of a car into which the hook of a switching
rope may be caught, so that a switching locomotive
may pull cars on side tracks while it is on the main
track, or vice versa.

Rose. A rosette or ornament.

Rotary Snow Plow. Figs. 229, 230. See Snow Plow.

Rotary Strainer. See Centrifugal Dirt Collector.

Rotary Valve (Motorman's Brake Valve). The main
valve which rotates when the handle is turned.

Rotundity Gage for Solid Steel Wheels. See Wheels,
Solid Steel, Rotundity Gage for.

Round (of a ladder). The horizontal bars on which
the foot rests. They are called rounds, whether of
wood or iron, and whether round or square.

Round Iron, Limit Gages for. S«e Limit Gages for
Round Iron.

Rubber Tread (for Step). An india rubber covering
fastened to a step, or threshold plate, of a car to pre-

vent persons from slipping" when ascending or
descending the steps.

Rules for Examination of Car Inspectors. See Car

Inspectors, Rules for Examination of.

Rules of Interchange. See Interchange of Traffic,
Rules for.

Rules for Loading Materials (M. C. E. Standard). Figs.
2715-25. In 1893 a Recommended Practice was adopted
for loading logs and poles on cars and for racking
cars for loading bark, and in 1896 extended rules
governing the loading of lumber and timber on open
cars were adopted, replacing the former practice, with
the exception of racking cars ' for loading bark. At
the same time rules governing the loading of long
structural material, rails, plates, girders, etc., were
adopted.

In 1897 some modification of these rules was adopted,
with slight changes in the illustrations also. In 1898
still further slight changes were made in the text and
in some of the drawings, and a new section was added
containing rules for loading large logs, pipe and stone
on open cars. In 1900 a further modification was
made in both text and illustrations.

Further revision, 1904; also, 1905; also 1906.

In 1908 a further revision was made, and the rules
advanced to Standard. Modified in 1910, 1911 and
1912.

A separate pamphlet is issued by the Association
containing these rules. Copies may be obtained from
the Secretary, Master Car Builders' Association, Old
Colony Building, Chicago.

Running Board. 87, Figs. 285-288, 368; 119, Fig. 355;
86, Figs. 374, 375; 17, Fig. 383, etc. A plane sur-
face, made usually of boards, for trainmen to walk
or run on. It is placed on the roof of box or stock
cars and at the side of tank cars. Gondola and flat
cars usually have none.

Running Board Bracket. 89, Figs. 285-288; Fig. 492; 12,
Fig. 859. Supports fastened to the end of a box or
stock car to carry the Running Board Extension.

Running Board Extension. The part of the running
board which extends beyond the end of the car body
so as to bring the ends of the running boards on ad-
joining cars nearer together to facilitate the passage
of trainmen from one car to another. See Running
Board.

Running Board Extension Bracket. 15. Fig. 859. A
bracket to support the Running Board Extension.

Running Board Saddle. 86a, Figs. 374, 375; 7, Fig.
859. A wooden block or an iron casting or forging,
shaped on the lower side to fit the angle of a car roof
and flat on the upper side, acting as a support for
the running board.

Russia Iron. A form of sheet iron manufactvired in
Russia the exact process for making which has here-
tofore been kept secret, but which consists essentially
in forming a chemical compound of iron upon its sur-
face at the same time that it is highly polished, so
that it is not likely to rust. Modern substitutes for
this iron are also known as planished iron.

Saddle. A block or plate which acts as a bearing or

support for a rod, beam, etc.
Safety Appliances (M. C. B. Standard).

In 1911 the United States Safety Appliance
Standards, as contained in the order of the

129

SAF

CAR BUILDERS' DICTIONARY

SAF

Interstate Commerce Commission, dated
March 13, 1911, were adopted as standard.

BOX AND OTHER HOUSE CARS.

HAND BRAKES.

Number. Each box or other house car shall be

equipped with an efficient hand brake which
shall operate in harmony with the power
brake thereon.

The hand brake may be of any efficient
design, but must provide the same degree of
safety as the design shown on Plate A.

Dimensions. The brake shaft shall not be less than one

and one-fourth (Hi) inches in diameter, of
wrought iron or steel without weld.

The brake wheel may be flat or dished,
not less than fifteen (15), preferably sixteen

Top brake-shaft support shall be fastened
with not less than one-half (yi) inch bolt
or rivets. (See Plate A.)

A brake-shaft step shall support the lower
end of brake shaft. A brake-shaft step
which will permit the brake chain to drop
under the brake shaft shall not be used.
U-shaped form of brake-shaft step is pre-
ferred. (See Plate A.)

Brake shaft shall be arranged with a
square fit at its upper end to secure the
hand-brake wheel ; said square fit shall be
not less than seven-eighths (%) of an inch
square. Square-fit taper; nominally two (2)
in twelve (12) inches. (See Plate A.)

Brake chain shall be of not less than three-
eighths (J's), preferably seven-sixteenths

Sa

r'M'cT^'le i6 ' Minimum J5" — J

7- - M^^Riveied over or U3C coc/c nui in ,,
' ^ Ft^I >-j place of cotter if pre-

^Malieable iron, mrouf^t tro/t^
or ^ieel

T^-Top hraJce ^aft support "Sj^
■'— ^ shall 6e fastened wiik
noi /ess than Ji So/ts
or rivets
\-Minimu7n.

^^.tMi nimufTi
-Suitable cotter

%

Taper ^ 'in fZ '

HraJce ^aft wifhout wetd

metal connection ie-
tmeen brake st^^^^^
pivot of pawl

Form, of Srake shaft .step

5*

i

tp^ Suitable cotter or ruif ~

'^Yre/eraile /"_ -
Minimum %^

ie pii/otod ufion a % Mt or rivet, or
upon a irujiiiion secured iy not less
t/lan. Ji' iott or rivet-

Jtexaoonal or square Aead^
ed ^ ' 6ait. JUveled over
nut.

Tflin imuJTv t ^z

(16), inches in diameter, of malleable iron,
wrought iron or steel.
Location. Xhe hand brake shall be so located that it

can be safely operated while car is in motion.
The brake shaft shall be located on end
of car, to the left of and not less than seven-
teen (17) nor more than twenty-two (22)
inches frc>m center.
Manner of There shall be not less than four (4)

application. inches clearance around rim of brake wheel.
Outside edge of brake wheel shall be not
less than four (4) inches from a vertical
plane parallel with end of car and passing
through the inside face of knuckle when
closed with coupler horn against the buffer
block or end sill.

( 7-16) inch, wrought iron or steel, with a
hnk on the brake-rod end of not less than
seven-sixteenths (7-16), preferably one-half
(Yz) inch, wrought iron or steel, and shall
be secured to brake-shaft drum by not less
than one-half (J4) inch hexagon or square-
headed bolt. Nut on said bolt shall be se-
cured by riveting end of bolt over nut. (See
Plate A.)

Lower end of brake shaft shall be pro-
vided with a trunnion of not less than three-
fourths (34), preferably one (1), inch in
diameter, extending through brake-shaft step
and held in operating position by a suitable
cotter or ring. (See Plate A.)

Brake-shaft drum shall be not less than

130

SAP

CAR BUILDERS' DICTIONARY

SAP

Manner of
application.

Number

Dime:

Location.

one and one-half (IJ/2) inches in diameter.
(See Plate A.)

Brake ratchet wheel shall be secured to
brake shaft by a key or .square fit; said
square fit shall be not less than one and five-
sixteenths (1 5-16) inches square. When
ratchet wheel with square fit is used, provi-
sion shall be made to prevent ratchet wheel
from rising on shaft to disengage brake pawl.
(See Plate A.)

Brake ratchet wheel shall be not less than
five and one-fourth (5J4), preferably five
and one-half (Syi), inches in diameter and
shall have not less than fourteen (14), pref-
erably sixteen (16), teeth, (See Plate A.)

If brake-ratchet wheel is more than thirty-
six (36) inches from brake wheel, a brake-
shaft support shall be provided to support
this extended upper portion of brake shaft;
said brake-shaft support shall be fastened
with not less than one-half (yi) inch bolts
or rivets.

The brake pawl shall be pivoted upon
a bolt or rivet not less than five-eighths (5^)
of an inch in diameter, or upon a trunnion
secured by not less than one-half (yi) inch
bolt or rivet, and there shall be a rigid metal
connection between brake shaft and pivot
of pawl.

Brake wheel shall be held in position on
brake shaft by a nut on a threaded ex-
tended end of brake-shaft; said threaded
portion shall be not less than three-fourths
(^) of an inch in diameter; said nut shall be
secured by riveting over or by the use of a
lock-nut or suitable cotter.

Brake wheel shall be arranged with a
square fit for brake shaft in hub of said
wheel; taper of said fit, nominally two (2)
in twelve (12) inches. (See Plate A.)

BRAKE STEP.

If brake step is used, it shall be not less
than twenty-eight (28) inches in length.
Outside edge shall be not less than eight (8)
inches from face of car and not less than
four (4) inches from a vertical plane par-
allel with end of car and passing through
the inside face of knuckle when closed with
coupler horn against the buffer block or end
sill.

Brake step shall be supported by not less
than two metal braces having a minimum
cross-sectional area three-eighths (J-^) by
one and one-half (1^4) inches or equivalent,
which shall be securely fastened to body of
car with not less than one-half (^■a) inch
bolts or rivets.

RUNNING BOARDS.

One (1) longitudinal running board.

On outside-metal roof cars two (2) latitu-
dinal extensions.

Longitudinal running board shall be not
less than eighteen (18), preferably twenty
.(20), inches in width.

Latitudinal extensions shall be not less
than twenty-four (24) inches in width.

Full length of car, center of roof.

On outside-metal-roof cars there shall be

Manner of
application.

Number.
Dimensions.

Location.

Manner of
application.

Number.
Dimensions.

two (2) latitudinal extensions from longi-
tudinal running board to edge of roof above
ladder locations, except on refrigerator cars
where such latitudinal extensions cannot be
applied on account of ice hatches.

Running boards shall be continuous from
end to end and not cut or hinged at any
point: Provided, That the length and width
of running boards may be made up of a
number of pieces securely fastened to saddle
blocks with screws or bolts.

The ends of longitudinal running board
shall be not less than six (6) nor more
than ten (10) inches from a vertical plane
parallel with end of car and passing through
the inside face of knuckle when closed with
coupler horn against the bufi^er block or
end sill ; and if more than four (4) inches
from edge of roof of car, shall be securely
supported their full width by substantial
metal braces.

Running boards shall be made of wood
and securely fastened to car.

SILL STEPS.

Four (4).

Minimum cross-sectional area one-half
(54) by one and one-half (1^) inches, or
equivalent, of wrought iron or steel.

Minimum length of tread, ten (10), pref-
erably twelve (12) inches.

Minimum clear depth, eight (8) inches.

One (1) near each end on each side of
car, so that there shall be not more than
eighteen (18) inches from end of car to cen-
ter of tread of sill step.

Outside edge of tread of step shall be not
more than four (4) inches inside of face
of side of car, preferably flush with side of
car.

Tread shall be not more than twenty-four
(24) , preferably not more than twenty-two
(22), inches above the top of rail.

Sill steps exceeding twenty-one (21)
inches in depth shall have an additional
tread.

Sill steps shall be securely fastened with
not less than one-half (yi) inch bolts with
nuts outside (when possible) and riveted
over, or with not less than one-half (^)
inch rivets.

LADDERS.

Four (4).

Minimum clear length of tread : Side
ladders, sixteen (16) inches; end ladders,
fourteen (14) inches.

Maximum spacing between ladder treads,
nineteen (19) inches.

Top ladder tread shall be located not less
than (12) nor more than eighteen (18)
inches from roof at eaves.

Spacing at ladder treads shall be uniform,
within a limit of two (2) inches from top
ladder tread to top tread of sill step.

Hardwood treads, minimum dimensions
one and one-half (IH) by two 2 inches.

Iron or steel treads, minimum diameter
five-eighths (%) of an inch.

Minim,um clearance of treads, two (2),
preferably two and one-half (2^), inches.

13t

BAi"

i;ak auiLiUiiiKii jjn^ii\-»iN/\rs.i

Manner of
application.

Location. One (1) on each side, not more than eight

(8) inches from right end of car; one (1)
on each end, not more than eight (8) inches
from left side of car; measured from inside
edge of ladder stile or clearance of ladder
treads to corner of car.

Metal ladders without stiles near corners
of cars shall have foot guards or upward
projections not less than two (2) inches in
height near inside end of bottom treads.

Stiles of wooden ladders will serve as foot
guards.

Ladders shall be securely fastened with
not less than one-half ( 'A ) inch bolts with
nuts outside (when possible) and riveted
over, or with not less than one-half (yi)
inch rivets. Three-eighths (3/g) inch bolts
may be used for wooden treads which are
gained into stiles.

END-LADDER CLEARANCE.

No part of car above end sills within
thirty (30) inches from side of car, except
buffer block, brake shaft, brake wheel, brake
step, running board or uncoupling lever shall
extend to within twelve (12) inches of a
vertical plane parallel with end of car and
passing through the inside face of knuckle
when closed with coupler horn against the
buffer block or end sill, and no other part
of end of car or fixtures on same above end
sills, other than exceptions herein noted,
shall extend beyond the outer face of buffer
block.

ROOF HANDHOLDS.

Number. One (1) over each ladder.

One (1) right-angle handhold may take
the place of two (2) adjacent specified roof
handholds, provided the dimensions and lo-
cations coincide, and that an extra leg is se-
curely fastened to car at point of angle.
Dimensions. Minimum diameter, five-eighths (%} of an

inch, wrought iron or steel.

Minimum clear length, sixteen (16) inches.
Minimum clearance, two (2), preferably
two and one-half (2^), inches.
Location. On roof of car: One (1) in line with, and

running parallel to, treads of each ladder,
not less than eight (8), nor more than fifteen
(15), inches from edge of roof, except on
refrigerator cars where ice hatches prevent,
when location shall be not less than four (4)
inches from edge of roof.
Manner of Roof handholds shall be securely fastened

application. ^j^j^ ^^^ j^^g ^^^^ one-half (^) inch bolts
with nuts outside (when possible) and riv-
eted over, or with not less than one-half
(54) inch rivets.

SIDE HANDHOLDS.
Number. Four (4).

[Tread of side ladder is a side handhold.]
Dimensions. Minimum diameter, five-eighths (5^) of

an inch, wrought iron or steel.

Minimum clear length, sixteen (16) inches.
Minimum clearance, two (2), preferably
two and one-half (214), inches.
Location. Horizontal: One (1) near each end on

each side of car.

Side handholds shall be not less than

Number.

Dimensions.

twenty-four (24) nor more than thirty (30)
inches above center line of coupler, except
as provided above, where tread of ladder is
a handhold. Clearance of outer end of
handhold shall be not more than eight (8)
inches from end of car.
Manner of Side handholds shall be securely fastened

application. ^-^^^ ^q^ Jess than one-half (^) inch bolts
with nuts outside (when possible) and riv-
eted over, or with not less than one-half
(i^) inch rivets.

HORIZONTAL END HANDHOLDS.

Eight (8) or more. (Four (4) on each
end of car.)

[Tread of end ladder is an end handhold.]

Minimum diameter, live-eighths {.Yi) of an
incB, wrought iron or steel.

Minimum clear length, sixteen (16) inches.

A handhold fourteen (14) inches in length
may be used where it is impossible to use
one sixteen (16) inches in length on end

sills.

Minimum clearance, two (2), preferably
two and one-half (2'/2), inches.
Location. One (1) near each side on each end of

car, not less than twenty-four (24) nor more
than thirty (30) inches above center line of
coupler, except as provided above, when
tread of end ladder is an end handhold.
Clearance of outer end of handhold shall
be not more than eight (8) inches from side
of car.

One (1) near each side of each end of
car on face of end sill or sheathing over end
sill, projecting outward or downward.
Clearance of outer end of handhold shall be
not more than sixteen (16) inches from side
of car.

On each end of cars with platform end
sills six (6) or more inches in width, meas-
ured from end post or siding and extending
entirely across end of car, there shall be
one additional end handhold not less than
twenty-four (24) inches in length, located
near center of car, not less than thirty (30)
nor more than sixty (60) inches above plat-
form end sill.
Manner of Horizontal end handholds shall be securely

application. fastened with not less than one-half ('/4)
inch bolts with nuts outside (when possible)
and riveted over, or with not less than one-
half {V2) inch rivets.

VERTICAL END HANDHOLDS.

Number. Two (2) on full-width platform end-sill

cars, as heretofore described.
Dimensions. Minimum diameter, five-eighths iVi) o\

an inch, wrought iron or steel.

Minimum clear length, eighteen (18), pref
erably twenty-four (24), inches.

Minimum clearance, two (2), preferabl;

two and one-half (2i/4), inches.

Location. One (1) on each end of car opposite lad

der, not more than eight (8) inches fror

side of car; clearance of bottom end 0

handhold shall be not less than twenty-fou

(24) nor more than thirty (30) inches abov

center line of coupler.

Manner of Vertical end handholds shall be secure.

application. fastened with not less than one-half ('/2

132

SAF

CAR BUILDERS' DICTIONARY

SAF

inch bolts with nuts outside (when pos-
sible) and riveted over, or with not less
than one-half (^4) inch rivets.

UNCOUPLING LEVERS.
Number. Two (2).

Dimensions. Uncoupling levers may be either single or

double, and of any efficient design.

Handles of uncoupling levers, except those
shown on Plate B or of similar designs.
shall be not more than six (6) inches from
sides of car.

Uncoupling levers of design shown on
Plate B and of similar designs shall conform
to the following prescribed limits :

Handles shall be not more than twelve
( (12), preferably nine (9), inches from sides

than eighteen (18) 'inches from top of rail
when lock block has released knuckle, and a
suitable stop shall be provided to prevent
inside arm from flying up in case of
breakage.

Outside metal-roof cars shall have longi-
One (1) on each end of car.
Location. When single lever is used it shall be placed

on left side of end of car.

HOPPER CARS AND HIGH-SIDE GON-
DOLAS WITH FIXED ENDS.
[Cars with sides more than thirty-six ( ^6)
inches above the Aoor are high-side cars.]

HAND BRAKES.

Number. Same as specified for "Box and other

house cars."

Graduated loctt casfi/j^^ j/tajf Jbe u^seif

kVhet] necessary tfie rffd s/fou^d be terJ^ or
Ofherwse arratfffeoC i-o c/car bra^e s-fof^
refamerpt'pc, or efic/pos^s^ oUanr//}^ free-
dom /r? /////>?y .aryd fi4//p/ay in bracJret

w»enhornofcs:up/er,3 Application

againsf iufferb/ocA or

eid ml/, ahd,i/.i/olled

irocAef /Is uied ivAe/z rod

M in exfreme forr/ard

Y/os/'/ion in bhzcAef.

The ent/o/ handle-lo extend rof less fban
f'be/Ohr bottont o/end s/ll or
to be so constructed as ^o ^/kp orrnn/mum
Clearance o^ e' around irand/e

to cot7Cea/ed ends/ J / cars

Graduated i^cA cosl/ngs may ije asm.

■tl-'

A . When necessary the rod sfioutd be benf- or
otijernr/se arranged to clear broke staff,
retainer p/pc, or end posts, al/atvin^ free-
dom in lift in ff and fall ploy In t^ractret

—9' —

t'f'

Mc

W
,-«.

77?^ end of hai^a/e fo exfe/7cf not /ess tfyan

4"be/ow baffofv ofeffi/s///or

fobe so cortsfruc-f^t^ as to ff/Ve a f>7//}//??um

clearance of b' orcuntf /Ta*7c//e

tH

Applicatipr? to outside ends/// car^

of cars. Center lift arms shall be not less
than seven (7) inches long.

Center of eye at end of center hft arm
shall be not more than three and one-half
(3j4) inches beyond center of eye of un-
coupling pin of coupler when horn of coupler
is against the buffer block or end sill. (See
Plate B.)

Ends of handles shall extend not less than
four (4) inches below bottom of end sill,
or shall be so constructed as to give a mini-
mum clearance of two (2) inches around
handle. Minimum drop of handles shall be
twelve (12) inches; maximum fifteen (15)
inches over all. (See Plate B.)

Handles of uncoupling levers of the "rock-
ing" or "push-down" type shall be not less

Jimensions.

Location.

Manner of
amplication.

Same as specified for "Box and other
house cars."

Each hand brake shall be so located that
it can be safely operated while car is in
motion.

The brake shaft shall be located on end
of car to the left of, and not more than
twenty-two (22) inches from, center.

Same as specified for "Box and other
house cars."

BR.-VKE STEP.

Same as specified for
house cars.''

"Box and other

SILL STEPS.

Same as specified for "Box
house cars."

and other

133

■-■^:

SAF

CAR BUILDERS' DICTIONARY

SAF

Number.
Dimensions.

Location.

Manner of
application.

Number.

Dimensions.

Location.

Manner of
application.

Number.
Dimensions.

Location.

Manner of
application.

DROP-END HIGH-SIDE GONDOLA
CARS.

HAND BRAKES.

Same as specified for "Box and other
house cars."

Same as specified for "Box and other
house cars."

Each hand brake shall be so located that
it can be safely operated while car is in
motion.

The brake shaft shall be located on end
of car to the left of center.

Same as specified for "Box and other
house cars."

Number.
Dimensions.

Location.

Manner of

LADDERS.

Same as specified for "Box and other
house cars."

Same as specified for "Box and other
house cars," except that top ladder tread
shall be located not inore than four (4)
inches from top of car.

Same as specified for "Box and other
house cars."

Same as specified for "Box and other
house cars."

SIDE HANDHOLDS.

Same as specified for "Box and other application,
house cars."

HORIZONTAL END HANDHOLDS.

Same as specified for "Box and other
house cars."

VERTICAL END HANDHOLDS.

Same as specified for "Box and other
house cars."

UNCOUPLING LEVERS.

Same as specified for "Box and other
house cars."

END-LADDER CLEARANCE.

No part of car above end sills within
thirty (30) inches from side of car, except
buffer block, brake shaft, brake wheel, brake
step or uncoupling lever shall extend to
within twelve (12) inches of a vertical plane
parallel with end of car and passing through
the inside face of knuckle when closed with
coupler horn against the buiifer block or end
sill, and no other part of end of car or fix-
tures on same above end sills, other than
exceptions herein noted, shall extend beyond
the outer face of bufiler block.

Number.

Dimensions.

Location.

Manner of
application.

SILL STEPS.

Same as specified for "Box
house cars."

and other

LADDERS.

Two (2).

Same as specified for "Box and other
house cars," except that top ladder tread
shall be located not inore than four (4)
inches from top of car.

One (1) on each side, not more than eight
(8) inches from right end of car, measured
from inside edge of ladder stile or clearance
of ladder treads to corner of car.

Same as specified for "13ox and other
house cars."

Numbe

Di

inensions.

Location.

SIDE HANDHOLDS.

Same as specified for "Box and other
house cars."

HORIZONTAL END HANDHOLDS.

Four (4).

Same as specified for "Box and other
house cars."

One (1) near each side of each end of
car on face of end sill. Clearance of outer
end of handhold shall be not more than six-
teen (16) inches from side of car.

Same as specified for "Box and other
house cars."

UNCOUPLING LEVERS.

Same as specified for "Box and other
house cars."

END-LADDER CLEARANCE.

No part of car above end sills within
thirty (30) inches from side of car, except
buffer block, brake shaft, brake wheel or un-
coupling lever, shall extend to within twelve
(12) inches of a vertical plane parallel with
end of car and passing through the inside
face of knuckle when closed with coupler
horn against the buffer block or end sill, and
no other part of end of car or fixtures on
same, other than exceptions herein noted,
shall extend beyond the outer face of buffer
block.

FIXED-END LOW-SIDE GONDOLA
AND LOW-SIDE HOPPER CARS.
{Cars with sides thirty-six (36) inches or
less above the floor are loiv-side carsA

HAND BRAKES.

Same as specified for "Box and other
house cars."

Same as specified for "Box and other
house cars."

Each hand brake shall be so located that
it can be safely operated while car is in mo-
tion.

The brake shaft shall be located on end
of car, to the left of and not more than
twenty-two (22) inches from center.

Same as
house cars."

Same as
house cars.'

Same as
house cars.'

specified for "Box and other

BRAKE STEP.

specified for "Bo.x and other

SILL STEPS.

specified for "Box and other

SIDE HANDHOLDS.

Same as specified for "Box and other
house cars."

Same as specified for "Box and other
house cars."

Horizontal: One (1) near each end on
each side of car, not less than twenty-four
(24) nor more than thirty (30) inches above
center line of coupler, if car construction will
permit, but handhold shall not project above
top of side. Clearance of outer end of hand-
hold shall be not more than eight (8)
inches from end of car.

134

SAF

CAR BUILDERS' DICTIONARY

SAF

Manner of
application.

Number.

Dimensions.

Location.

Manner of
application.

.)*';: ;

Number.

Dimensions.

Location.

Manner of
application.

Number.

Dimensions.

Location.

Same as specified for ''Box and other Manner of

,, application.

house cars.

HORIZONTAL END HANDHOLDS.

Same as specified for "Box and other
house cars."

Same as specified for "Box and other
house cars."

One (1) near each side on each end of
car not less than twenty-four (24) nor more
than thirty (30) inches above center line of
coupler, if car construction will permit.
Clearance of outer end of handhold shall be
not more than eight (8) inches from side
of car.

One (1) near each side of each end of car
on face of end sill, projecting outward oi-
downward. Clearance of outer end of hand-
hold shall be not more than sixteen (16)
inches from side of car.

Same as specified for "Box and other
house cars."

UNCOUPLING LEVERS.

Same as specified for "Box and other
house cars."

END-LADDER CLEARANCE.

No part of car above end sills within thirty
(30) inches from side of car, except buffer
block, brake shaft, brake wheel or uncoupling
lever, shall extend to within twelve (12)
inches of a vertical plane parallel with end
of car and passing through the inside face
of knuckle when closed with coupler horn
against the buffer block or end sill, and no
other part of end of car or fixtures on same,
other than exceptions herein noted, shall ex-
tend beyond the outer face of buffer block.

DROP END LOW-SIDE GONDOLA
CARS.

HAND BRAKES.

Same as specified for "Box and other
house cars."

Same as specified for "Box and other
house cars."

Each hand brak^ shall be so located that
it can be safely operated while car is in
motion.

The brake shaft shall be located on end of
car to the left of center.

Same . as specified for "Box and other
■ house cars."

SILL STEPS.

Same as specified for "Box and other
house cars."

SIDE HANDHOLDS.

Same as specified for "Box and other
house cars."

Same as specified for "Box and other
house cars."

Horizontal: One (1) near each end on
each side of car, not less than twenty-four
(24) nor more than thirty (30) inches above
center line of coupler, if car construction
will permit, but handhold shall not project
above top of side. Clearance of outer end
of handhold shall be not more than (8)
inches from end of car.

Number.
Dimensions.

Location.

Manner of
application.

Number.

Dimensions.

Location.

Manner of
application.

Number.

Dimensions.

Location.

Manner of
application.

Number.
Dimensions.

Location.

Same as specified for "Box and other
house cars."

END HANDHOLDS.

Four (4).

Same as specified for "Box and other
house cars."

Horizontal: One (1) near each side of
each end of car on face of end sill. Clear-
ance of outer end of handhold shall be not
more than sixteen (16) inches from side of
car.

Same as specified for "Box and other
house cars."

UNCOUPLING LEVERS.

Same as specified for "Box and other
house cars."

END-LADDER CLEARANCE,

No part of car above end sills within
thirty (30) inches from side of car, except
buffer block, brake shaft, brake wheel or
uncoupling lever, shall extend to within
twelve (12) inches of a vertical plane paral-
lel with end of car and passing through the
inside face of knuckle when closed with
coupler horn against buffer block or end sill,
and no other part of end of car or fixtures
on same, other than exceptions herein noted,
shall extend beyond the outer face of buffer
block.

FLAT CARS.
[Cars with sides twelve (12) inches or less
above the floor may be equipped the same as
Hat cars.}

HAND BRAKES.

specified for "Box and other

specified for "Box and other

Same as
house cars."

Same as
house cars."

Each hand brake shall be so located that
it can be safely operated while car is in
motion.

The brake shaft shall be located on the
end of car to the left of center.

Same as specified for "Box and other
house cars."

SILL STEPS.

Same as specified for "Box
house cars."

SIDE HANDHOLDS.

Same as specified for "Box
house cars."

Same as specified for "LJox
house cars."

Florizontal: One (1) on face of each side
sill near each end. Clearance of outer end
of handhold shall be not more than twelve
(12) inches from end of car.

Same as specified for "Box
house cars."

and other

and

and

other
other

and othe

END HANDHOLDS.

Four (4).

Same as specified for "Box and other
house cars."

Horizontal: One (1) near each side of each
end of car on face of end sill. Clearance
of outer end of handhold shall be not more
than sixteen (16) inches from side of car.

135

ijAF

CAR BUILDERS' DICTIONARY

SAF

Planner of
application.

Number.

Dimensions

Location.

Manner of
application.

Number.
Dimensions.

Location.

Manner of
application.

Number,
Dimensions.

Location.

Manner of
application.

Number.

Dimensions.

Location.

Manner of
application.

Number.

Manner of
application.

Same as specified for "Box and other Dimensions,
house cars."

UNCOUPLING LEVERS. Locat]on.

Same as specified for "Box and other
house cars."

TANK CARS WITH SIDE PLATFORMS.

HAND BRAKES.

Same as specified for "Box and other
house cars."

Same as specified for "Box and other
house cars."

Each hand brake shall be so located that
it can be safely operated while car is in
motion.

The brake shaft shall be located on end of
car to the left of center.

Same as specified for "Box and other
house cars."

SILL STEPS,

Same as specified for "Box and other
house cars,"

SIDE HANDHOLDS,

Four (4) or more.

Same as specified for "Box and other
house cars,"

Horizontal: One (1) oir face of each side
sill near each end. Clearance of outer end
of handhold shall be not more than twelve
(12) inches from end of car.

If side safety railings are attached to tank
bands, four (4) additional vertical handholds
shall be applied, one (1) over each sill step
and securely fastened to tank or tank bands.

Same as specified for "Box and other
house cars."

END HANDHOLDS.

Four (4).

Same as specified for "Box and other
house cars."

Horizontal: One (1) near each side of
each end of car on face of end sill, Qear-
ance of outer end of handhold shall be not
more than sixteen (16) inches from side of
car.

Same as specified for "Box and other
house cars,"

TANK-HEAD HANDHOLDS.

Two (2) [Not required if safety railing
runs around ends of tank.}

Minimum diameter, five-eightlrs (5^) of an
inch, wrought iron or steel. Minimum clear-
ance, two (2), preferably two and one-half
(2^;). inches. Clear length of handholds
shall extend to within six (6) inches of outer
diameter of tank at point of application.

Horizontal: One (1) across each head of
tank, not less than thirty (30) nor more than
sixty (60) inches above platform.

Tank-head handholds shall be securely
fastened,

SAFETY RAILINGS,

One (1) continuous safety railing running
around sides and ends of tank, securely fast-
ened to tank or tank bands at ends and sides
of tank; or two (2) running full length of
tank at sides of car supported by posts.

Number.

Dimensions.

Location.

Manner of
application.

Number.

Dimensions,
Location,

Manner of
application.

Not less than three-fourths (J4) of an
inch, iron.

Running full length of tank, either at side
supported by posts or securely fastened to
tank or tank bands, not less than thirty (30)
nor more than sixty (60) inches above plat-
form.

Safety railings shall be securely fastened
to tank body, tank bands or posts.

UNCOUPLING LEVERS.

Same as specified for "Box and other
house cars,"

END-LADDER CLEARANCE.

No part of car above end sills within thirty
(30) inches from side of car except buffer
block, brake shaft, brake-shaft brackets,
brake wheel or uncoupling lever, shall ex-
tend to within twelve ( 12) inches of a verti-
cal plane parallel with end of car and pass-
ing through the inside face of knuckle when
closed with coupler horn against the buffer
block or end sill, and no other part of end
of car or fixtures on same above end sills,
other than exceptions herein noted, shall ex-
tend beyond the outer face of buffer block.

TANK CARS WITHOUT SIDE SILLS
AND TANK CARS WITH SHORT
SIDE SILLS AND END PLATFORMS.

HAND BRAKES.

Specified for "Box and other

specified for "Box and other

Number.

Di

imensions.

Same as
house cars,"

Same as
house cars,"

Each hand brake shall be so located that
it can be safely operated while car is in
motion.

The brake shaft shall be located on end of
car to the left of center.

Same as specified for "Box and other
house cars,"

RUNNING BOARDS.

One (1) continuous running board around
sides and ends ; or two (2) running full
length of tank, one (1) on each side.

Minimum width on sides, ten (10) inches.

Minimum width on ends, six (6) inches.

Continuous around sides and ends of cars.
On tank cars having end platforms extend-
ing to bolsters, running boards shall extend
from center to center of bolsters, one (1)
on each side.

If side running boards are applied below
center of tank, outside edge of running
boards shall extend not less than seven (7)
inches beyond bulge of tank.

The running boards at ends of car shall
be not less than six (6) inches from a point
vertically above the inside face of knuckle
when closed with coupler horn against the
buffer block, end sill or backstop.

Running boards shall be securely fastened
to tank or tank bands,

SILL STEPS,

Same as specified for "Box and other
house cars,"

Same as specified for "Box and other
house cars,"

136

SAF

Location.

CAR BUILDERS' DICTIONARY

SAF

Manner of
application.

Number.

Dimensions.

Location.

Manner of
application.

Number.
Dimensions.

Location.

Manner of
application.

Number.
Dimensions.

Location.

Manner of
application.

Number.

One (1) near each end on each side under
side handhold.

Outside edge of tread of step shall be not
more than four (4) inches inside of face of
side of car, preferably flush with side of car.

Tread shall be not more than twenty-four
(24), preferably not more than twenty-two
(22), inches above the top of rail.

Same as specified for "Box and other
house cars."

LADDERS.

[// running boards are so located as to
make ladders necessary.'^

Two (2) on cars with continuous running
boards.

Four (4) on cars with side running
boards.

Minimum clear length of tread, ten (10)
inches.

Maximum spacing of treads, nineteen (19)
inches.

Hardwood treads, minimum dimensions
one and one-half (1^) by two (2) inches.

Wrought-iron or steel treads, minimum
diameter five-eighths (^) of an inch.

Minimum clearance, two (2), preferably
two and one-half (2>4), inches.

On cars with continuous running boards,
one (1) at right end of each side.

On cars with side running boards, one (1)
at each end of each running board.

Ladders shall be securely fastened with
not less than one-half (^) inch bolts or
rivets.

SIDE HANDHOLDS.

Four (4) or more.

Same as specified for "Box and other
house cars."

Horizontal: One (1) on face of each side
sill near each end on tank cars with short
side sills, or one (1) attached to top of run-
ning board projecting outward above sill
steps or ladders on tank cars without side
sills. Clearance of outer end of handhold
shall be not more than twelve (12) inches
from end of car.

If side safety railings are attached to tank
or tank bands, four (4) additional vertical
handholds shall be applied, one (1) over
each sill step and securely fastened to tank
or tank bands.

Same as specified for "Box and other
house cars."

END HANDHOLDS.

Four (4).

Same as specified for
house cars."

Horizontal: One (1) near each side of
each end of car on face of end sill. Clear-
ance of outer end of handhold shall be not
more than sixteen (16) inches from side of
car.

Same as specified for "Box and other
house cars."

TANK-HEAD HANDHOLDS.

Two (2). {Not required if safety railing
runs around ends of tank.]

Dimensions.

Location.

Manner of
application.

Number.

Dimensions.

Location.

Manner of
application.

"Box and other

Number.

Dimensions.

Location.

Manner of
application.

Number.
Dimensions.

Location.
Manner of
application.

Minimum diameter, five-eighths (Ys) of an
inch, wrought iron or steel.

Minimum clearance, two (2), preferably
two and one-half (2^), inches.

Horizontal: One (1) across each head of
tank, not less than thirty (30) nor more
than sixty (60) inches above platform on run-
ning board. Clear length of handholds shall
extend to within six (6) inches of outer
diameter of tank at point of application.

Tank-head handholds shall be securely
fastened.

SAFETY RAILINGS.

One (1) running around sides and ends
of tank, or two (2) running full length of
tank.

Minimum diameter, seven-eighths {%) of
an inch, wrought iron or steel.

Minimum clearance, two and one-half
(2}4) inches.

Running full length of tank, not less than
thirty (30) nor more than sixty (60) inches
above platform or running board.

Safety railings shall be securely fastened
to tank or tank bands and secured against
end-shifting.

UNCOUPLING LEVERS.

Same as specified for "Box and other
house cars."

END-LADDER CLEARANCE.

No part of car above end sills within
thirty (30) inches from side of car, except
bufifer block, brake shaft, brake-shaft brack-
ets, brake wheel, running boards or uncoup-
ling lever, shall extend to within twelve (12)
inches of a vertical plane parallel with end
of car and passing through the inside face of
knuckle when closed with coupler horn
against the buffer block or end sill, and no
other part of end of car or fixtures on same,
above end sills, other than exceptions herein
noted, shall extend beyond the outer face of
bufier block.

TANK CARS WITHOUT END SILLS.

HAND BRAKES.

Same as specified for "Box and other
house cars."

Same as specified for "Box and other
house cars."

Each hand brake shall be so located that
it can be safely operated while car is in
motion. The brake shaft shall be located on
end of car to the left of center.

Same as specified for "Box and other
house cars."

BRAKE STEP.

Same as specified for "Box and other
house cars."

RUNNING BOARDS.

One (1).

Minimum width on sides, ten (10) inches.

Minimum width on ends, six (6) inches.

Continuous around sides and ends of tank.

If running boards are applied below cen-
ter of tank, outside edge of tunning boards
shall extend not less than seven (7) inches
beyond bulge of tank.

137

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CAR BUILDERS' DICTIONARY

SAP

Number.

Dimensions.
Location.

Manner of
application.

Number.
Dimensions.

Location.

Manner of
application.

Number.
Dimensions.

Manner of
application.

Number.
Dimensions.

Location,

Running boards at ends of car shall be
not less than six (6) inches from a point
vertically above the inside face of knuckle
when closed with coupler horn against the
buffer block, end sill or backstop.

Running board shall be securely fastened
to tank or tank bands.

SILL STEPS.

Four (4). [If tank has high running
boards, making ladders necessary, sill steps
must meet ladder requirements.]

Same as specified for "Box and other
house cars."

One (1) near each end on each side, flush
with outside edge of running board, as near
end of car as practicable.

Tread not more than twenty-four (24),
preferably not more than twenty-two (22),
inches above the top of rail.

Steps exceeding eighteen (18) inches in
depth shall have an additional tread and be
laterally braced.

Sill steps shall be securely fastened with
not less than one-half (^) inch bolts with
nuts outside (when possible) and riveted
over, or with one-half (^) inch rivets.

SIDE HANDHOLDS.

Four (4) or more.

Same as specified for "Box and other
house cars."

Horizontal: One (1) near each end on
each side of car over sill step, on running
board, projecting downward not more than
two (2) inches from outside edge of running
board.

Where such side handholds are more than
eighteen (18) inches from end of car, an
additional hanhold must be placed near each
end on each side not more than thirty (30)
inches above center line of coupler.

Clearance of outer end of handhold shall
be not more than twelve (12) inches from
end of car.

If safety railings are on tank, four (4)
additional vertical handholds shall be applied,
one (1) over each sill step on tank.

Same as specified for "Box and other
house cars."

END HANDHOLDS.

Four (4).

Same as specilied for "Box and other
house cars."

Horizontal: One (1) near each side on
each end of car on running board, project-
ing downward not more than two (2) inches
from edge of running board, or on end of
tank not more than thirty (30) inches above
center line of coupler.

Same- as specified for "Box and other
house cars."

SAFETY RAILINGS.

One (1).

Minimum diameter, seven-eighths (%) of
an inch, wrought iron or steel.

Minimum clearance, two and one-half
(2i-<) inches.

Safety railings shall be continuous around
sides and ends of car, not less than thirty

Manner of
application.

Number.

Dimensions.

Location.

Number.

Dimensions.

Location.

jManncr of
application.

Number.
Dimensions.

Location.

Manner of
application.

Number.
Dimensions.
Location.
Manner of
application.

(30) nor more than sixty (60) inches above
running board.

Safety railings shall be securely fastened
to tank or tank bands, and secured against
end-shifting.

UNCOUPLING LEVERS.

Same as specified for "Box and other
house cars."

Same as specified for "Box and other
houes cars," except that minimum length of
uncoupling lever shall be forty-two (42)
inches, measured from center line of end of
car to handle of lever.

Same as specified for "Box and other
house cars," except that uncoupling lever
shall be not more than thirty (30) inches
above center line of coupler.

END-LADDER CLEARANCE.

No part of car above buffer block within
thirty (30) inches from side of car, except
brake shaft, brake-shaft brackets, brake
wheel or uncoupling lever, shall extend to
within twelve (12) inches of a vertical plane
parallel with end of car and passing through
the inside face of knuckle when closed with
coupler horn against the buffer block or
backstop, and no other part of end of car
or fixtures on same, above buffer block, other
than exceptions herein noted, shall extend
beyond the face of buffer block.

CABOOSE CARS WITH PLATFORMS.

HAND BRAKES.

Each caboose car shall be equipped with
an efficient hand brake which shall operate
in harmony with the power brake thereon.

The hand brake may be of any efficient de-
sign, but must provide the same degree of
safety as the design shown on Plate A.

Same as specified for "Box and other
house cars."

Each hand brake shall be so located that
it can be safely operated while car is in
motion.

The brake shaft on caboose cars with plat-
forms shall be located on platform to the
left of center.

Same as specified for "Box and other
house cars."

RUNNING BOARDS.

One ( 1 ) longitudinal running board.

Same as specified for "Box and other
house cars."

Full length of car, center of roof. [On
caboose cars with cupolas, longitudinal run-
ning boards shall extend from cupola to
ends of roof.]

Outside metal-roof cars shall have lati- '
tudinal extensions leading to ladder loca-
tions.

Same as specified for "Box and other
house cars."

LADDERS.

Two (2).
None specified.
One (1) on each end.
Same as specified for "Box and other
house cars."

138

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CAR BUILDERS' DICTIONARY

SAF

Number.

Dimensions.
Location.

Manner of
application.

Number.
Dimensions.

Location.

Manner of
apolication.

Number.
Dimensions.

Location.

Manner of
application.

Number.
Dimensions.

Location.

Manner of
application.

Number.
Dimensions.

Location.

ROOF HANDHOLDS.

One (1) over each ladder.

Where stiles of ladders extend twelve
(12) inches or more above roof, no other
roof handholds are required.

Same as specified for "Box^ and other
house cars."

On roof of caboose, in line with and run-
ning parallel to treads of ladder, not less
than eight (8) nor more than fifteen (IS)
inches from edge of roof.

Same as specified for "Box and other
house cars."

CUPOLA HANDHOLDS.

One (1) or more.

Minimum diameter, five-eighths (%) of
an inch, wrought iron or steel.

Minimum clearance, two (2), preferably
two and one-half (2;/), inches.

One (1) continuous handhold extending
araund top of cupola, not more than three
(3) inches from edge of cupola roof.

Four (4) right-angle handholds, one (1)
at each corner, not less than sixteen (16)
inches in clear length from point of angle,
may take the place of the one (1) continu-
ous handhold specified, if locations coincide.

Cupola handholds shall be securely fast-
ened with not less than one-half (54) inch
bolts with nuts outside and riveted over, or
with not less than one-half (;4) inch rivets.

SIDE HANDHOLDS.

Four (4).

Minimum diameter, five-eighths (-5.-s) of
an inch, wrought iron or steel.

Minimum clear length, thirty-six (36)
inches.

Minimum clearance, two (2), preferably
two and one-half (2]/.) inches.

One (1) near each end on each side of
car, curving downward toward center of
car from a point not less than thirty (30)
inches above platform to a point not more
than eight (8) inches from bottom of car.
Top end of handhold shall be not more than
eight (8) inches from outside face of end
sheathing.

Same as specified for "Box and other
house cars."

END HANDHOLDS.

Four (4).

Same as specified for "Box and other
house cars."

Horizontal: One (1) near each side on
each end of car on face of platform end sill.
Clearance of outer end of handhold shall
be not more than sixteen (16) inches from
end of platform end sill.

Same as specified for "Box and other
house cars."

END PLATFORM HANDHOLDS.

Four (4).

Minimum diameter, five-eighths (^) of
an inch, wrought iron or steel.

Minimum clearance, two (2), preferably
two and one-half (Zyi) inches.

One (1) right-angle handhold on each side
of each end, extending horizontally from

Manner of
application.

Number.

Dimensions.

Location.

Manner of
application.

Number.

Dimensions.

Location.

Manner of
application.

Number.
Dimensions,

Location.
Manner of
application.

door post to corner of car at approximate
height of platform rail, tlien downward to
within twelve (12) inches of bottom of car.
Handholds shall be securely fastened with
bolts, screws or rivets.

CABOOSE-PLATFORM STEPS.

Safe and suitable box steps leading to
caboose platform shall be provided at each
corner of caboose.

Lower tread of step shall be not more
than twenty-four (24) inches above top of
rail.

UNCOUPLING LEVERS.

Same as specified for "Box and other
house cars."

CABOOSE CARS WITHOUT PLAT-
FORMS.

HAND BRAKES.

Same as specified for "Bo-x and other
house cars."

Saine as specified for "Box and other
house cars."

Each hand brake shall be so located that
it can be safely operated while car is in
motion.

The brake shaft on caboose cars without
platforms shall be located on end of car to
the left of center.

Same as specified for "Box and other
house cars."

BRAKE STEP.

Same as specified for "Box and other
house cars."

RUNNING BOARDS.

Same as specified for "Box and other
house cars."

Same as specified for "Box and other
house cars."

Full length of car, center of roof. [On
caboose cars zvith cupolas, longitudinal run-
ning boards sliall extend from cupola to ends
of roof.]

Outside metal-roof cars shall have lati-
tudinal extensions leading to ladder loca-
tions.

Same as specified for "Box and other
house cars."

SILL STEPS.

Same as specified for "Box and other
house cars."

SIDE-DOOR STEPS.

Two (2) [if caboose has side doors.]

Minimum length, five (S) feet.

Minimum width, six (6) inches.

Minimum thickness of tread, one and one-
half (li<) inches.

Minimum height of backstop, three (3)
inches.

Maximum height from top of rail to top
of tread, twenty-four (24) inches.

One (1) under each side door.

Side-door steps shall be supported by two

(2) iron brackets having a minimum cross-
sectional area seven-eighths (%) by three

(3) inches or equivalent, each of which shall
be securely fastened to car by not less than
two (2) three-fourth (^4) inch bolts.

139

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CAR BUILDERS' DICTIONARY

SAF

Number.
Dimensions.

Location.

Manner of
application.

Number.
Dimensions.

Location.

Manner of
application.

Number.
Dimensions.

Location.

Manner of
application.

Number.
Dimensions.

LADDERS.

Four (4).

Same as specified for "Box and other
house cars."

Same as specified for "Box and other
house cars," except when caboose has side
doors, then side ladders shall be located not
more than eight (8) inches from doors.

Same as specified for "Box and other
house cars."

END-LADDER CLEARANCE.

No part of car above end sills within
thirty (30) inches from side of car, except
buffer block, brake shaft, brake wheel, brake
step, running board or uncoupling lever,
shall extend to within twelve (12) inches of
a vertical plane parallel with end of car and
passing through the inside face of knuckle
when closed with coupler horn against the
buffer block or end sill, and no other part
of end of car or fixtures on same above end
sills, other than exceptions herein noted,
shall extend tieyond the outer face of buffer
block.

ROOF HANDHOLDS.

Four (4).

Same as specified for "Box and other
house cars."

One (1) over each ladder, on roof in line
with and running parallel to treads of lad-
der, not less than eight (8) nor more than
fifteen (IS) inches from edge of roof.

Where stiles of ladders extend twelve
(12) inches or more above roof, no other
roof handholds are required.

Roof handholds shall be securely fastened
with not less than one-half (Yi) inch bolts
with nuts outside (when possible) and riv-
eted over, or with not less than one-half
(Yi) inch rivets.

CUPOLA HANDHOLDS.

One (1) or more.

Minimum diameter, five-eighths (5^) of
an inch, wrought iron or steel.

Minimum clearance, two (2), preferably
two and one-half (2"/), inches.

One (1) continuous cupola handhold ex-
tending around top of cupola, not more than
three (3) inches from edge of cupola roof.

Four (4) right-angle handholds, one (1)
at each corner, not less than sixteen (16)
inches in clear length from point of angle,
may take the place of the one (1) continu-
ous handhold specified, if locations coincide.

Cupola handhold shall be securely fastened
with not less than one-half (Yi) inch bolts
with nuts outside and riveted over, or with
not less than one-half (Yz) inch rivets.

SIDE HANDHOLDS.

Four (4).

Same as specified for "Box and other
house cars."

Horizontal: One (1) near each end on
each side of car, not less than twenty-four
(24) nor more than thirty (30) inches above
center line of coupler. Clearance of outer
end of handhold shall be not more than eight
(8) inches from end of car.

Manner of
application.

Number,
Dimensions.

Location.

Manner of
application.

Number.

Dimensions.

Location.

Manner of
application.

Number.

Location.

Number.
Dimensions.

Location.

Same as specified for "Box and other
house cars."

SIDE-DOOR HANDHOLDS.

Four (4) : Two (2) curved, two (2)
straight.

Minimum diameter, five-eighths {Yi) of
an inch, wrought iron or steel.

Minimum clearance, two (2), preferably
two and one-half (2^), inches.

One (1) curved handhold, from a point at
side of each door opposite ladder, not less
than thirty-six (36) inches above bottom of
car, curving away from door downward to
a point not more than six (6) inches above
bottom of car.

One (1) vertical handhold at ladder side
of each door, from a point not less than
thirty-six (36) inches above bottom of car
to a point not more than six (6) inches above
level of bottom of door.

Side-door handholds shall be securely fast-
ened with not less than one-half (J4) inch
bolts with nuts outside (when possible) 'and
riveted over, or with not less than one-half
{Y2) inch rivets.

HORIZONTAL END HANDHOLDS.

Same as specified for "Box and other
house cars."

Same as specified for "Box and other
house cars."

Same as specified for "Box and other
house cars," except that one (1) additional
end handhold shall be on each end of cars
with platform end sills as heretofore de-
scribed, unless car has door in center of end.
Said handhold shall be not less than twenty-
four (24) inches in length, located near cen-
ter of car, not less than thirty (30) nor
more than sixty (60) inches above platform
end sill.

Same as specified for "Box and other
house cars."

VERTICAL END HANDHOLDS.

Same as specified for "Box and other
house cars."

UNCOUPLING LEVERS.

Same as specified for "Box and other
house cars."

PASSENGER-TRAIN CARS WITH
WIDE VESTIBULES.

HAND BRAKES.

Each passenger-train car shall be equipped
with an efficient hand brake, which shall
operate in harmony with the power brake
thereon.

Each hand brake shall be so located that
it can be safely operated while car is in
motion.

SIDE HANDHOLDS,

Eight (8).

Minimum diameter, five-eighths (5^) of
an inch, metal.

Minimum clear length, sixteen (16) inches.

Minimum clearance, one and one-fourth
(1^), preferably one and one-half (Ij^)
inches.

Vertical: One (1) on each vestibule door
post.

140

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CAR BUILDERS' DICTIONARY

SAF

Manner o£
application.

Number.
Dimensions.

Location.

Manner of
application.

Number.

Location.

Number.
Dimensions.

Location.

Manner of
application.

Number,

Side handholds shall be securely fastened
with bolts, rivets or screws.

END HANDHOLDS.

Four (4).

Minimum diameter, five-eighths (yg) of
an inch, wrought iron or steel.

Minimum clear length, sixteen (16) inches.

Minimum clearance, two (2), preferably
two and one-half (2^) inches.

Handholds shall be flush with or pro-
ject not more than one (1) inch beyond
vestibule face.

Horizontal: One (1) near each side on
each end, projecting downward from face
of vestibule end sill. Clearance of outer
end of handhold shall be not more than
sixteen (16) inches from side of car.

End handholds shall be securely fas-
tened with bolts or rivets.

When marker sockets or brackets are
located so that they can not be conven-
iently reached from platforms, suitable
steps and handholds shall be provided for
men to reach such sockets or brackets.

UNCOUPLING LEVERS.

Uncoupling attachments shall be ap-
plied so they can be operated by a person
standing on the ground.

Minimum length of ground uncoupling
attachment, forty-two (42) inches, meas-
ured from center line of end of car to
handle of attachment.

On passenger-train cars used in freight
or mixed train service, the uncoupling at-
tachments shall be so applied that the
coupler can be operated from left side
of car.

PASSENGER-TRAIN CARS WITH
OPEN END PLATFORMS'.

HAND BRAKES.

Each passenger-train car shall be equip-
ped with an efficient hand brake, which
shall operate in harmony with the power
brake thereon.

Each hand brake shall be so located
that it can be safely operated while car is
in motion.

END HANDHOLDS.

Four (4).

Minimum diameter, five-eighths (%) of
an inch, wrought iron or steel.

Minimum clear length, sixteen (16)
inches.

Minimum clearance, two (2), preferably
two and one-half (2^), inches.

Handholds shall be flush with or project
not more than one (1) inch beyond face
of end sill.

Horizontal: One (1) near each side of
each end on face of platform end sill,
projecting downward. Clearance of outer
end of handhold shall be not more than
sixteen (16) inches from end of end sill.

End handholds shall be securely fas-
tened with bolts or rivets.

END PLATFORM HANDHOLDS.

Four (4). [Cars equipped with safety
gates do not require end platform handholds.]

Manner of
application.

Dimensions. Minimum clearance, two (2), preferably

two and one-half (2;/4), inches, metal.

Location. ■ Horizontal from or near door post to a

point not more than twelve (12) inches
from corner of car, then approximately
vertical to a point not more than six (6)
inches from top of platform. Horizontal
portion shall be not less than twenty-four
(24) inches in length nor more than forty
(40) inches above platform.

End-platform handholds shall be se-
curely fastened with bolts, rivets or
screws.

UNCOUPLING LEVERS.

Uncoupling attachments shall be applied
so they can be operated by a person
standing on the ground.

Minimum length of ground uncoupling
attachment, forty-two (42) inches, meas-
ured from center of end of car to handle
of attachment.

On passenger-train cars used in freight
or mixed train service, the uncoupling at-
tachments shall be so applied that the
coupler can be operated from left side of
car. .

PASSENGER-TRAIN CARS WITH-
OUT END PLATFORMS.

HAND BRAKES.

Each passenger-train car shall be equip-
ped with an efficient hand brake, which
shall operate in harmony with the power
brake thereon.

Each hand brake shall be so located
that it can be safely operated while car
is in motion.

SILL STEPS.

Four (4).

Minimum length of tread, ten (10), pref-
erably twelve (12) inches.

Minimum cross-section area, one-half
(H) by one and one-half (1^) inches or
equivalent, wrought iron or steel.

Minimum clear depth, eight (8) inches.

Location. Qne (1) near each end on each side, not

more than twenty-four (24) inches from

corner of car to center of tread of sill

step.

Outside edge of tread of step shall be
not more than two (2) inches inside of
face of side of car.

Tread shall be not more than twenty-
four (24), preferably not more than
twenty-two (22), inches above trie top of
rail.

Steps exceeding eighteen (18) inches in
depth shall have an additional tread and
be laterally braced.

Sill steps shall be securely fastened with
not less than one-half (J/) inch bolts with
nuts outside (when possible) and riveted
over, or with not less than one-half (i^)
inch rivets.

SIDE HANDHOLDS.
Number. Four (4),

Dimensions. Minimum diameter, five-eighths (50 of

an inch, wrought iron or steel.

Minimum clear length, sixteen (16),
preferably twenty-four (24), inches.

Number.

Location.

Number.
Dimensions.

Manner of
application.

141

ziMsd

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CAR BUILDERS' DICTIONARY

SAF

Location.

Manner of
application.

Number.
Dimensions.

Number.
Dimensions.

Manner of
application.

Number.
Dimensions.

Location.

Manner of
application.

Number.
Dimensions.

Minimum clearance, two (2), preferably
two and one-half (2y2), inches.

Horizontal or vertical: One (1) near
each end on each side of car over sill
step.

If horizontal, not less than twenty-four
(24) nor more than thirty (30) inches
above center line of coupler.

If vertical, lower end not less than
eighteen (18) nor more than twenty-four
(24) inches above center line of coupler.

Side handholds shall be securely fas-
tened with bolts, rivets or screws.

END HANDHOLDS.

Four (4).

Minimum diameter, five-eighths (s-g) of
an inch, wrought iron or steel.

Minimum clear length, sixteen (16)
inches.

Minimum clearance, two (2) preferably
two and one-half (2J^), inches.

Horizontal: One (1) near each side on
each end, projecting downward from face
of end sill or sheathing. Clearance of
outer end of handhold shall be not more
than sixteen (16) inches from side of car.

Handholds shall be flush with or pro-
ject not more than one (1) inch beyond
face of end sill.

End handholds shall be securely fas-
tened with bolts or rivets.

When marker soclvets or brackets are
located so that they can not be conven-
iently reached from platform,' suitable
steps and handholds shall be provided for
men to reach such sockets or brackets.

END HANDRAILS.

Four (4). [Oti cars with projecting end-
sills.]

Minimum diameter, five-eighths (Sg) of
an inch, wrought iron or steel.

Minimum clearance, two (2), preferably
two and one-half (2;',), inches.

One (1) on each side of each end, ex-
tending horizontally from door post or
vestibule frame to a point not more than
six (6) inches from corner of car, then
approximately vertical to a point not more
than six (6) inches from top of platform
end sill; horizontal portion shall be not
less than thirty (30) nor more than sixty
(60) inches above platform end sill.

End handrails shall be securely fastened
with bolts, rivets or screws.

SIDE-DOOR STEPS.

One (1) under each door.

Minimum length of tread, ten (10),
preferably twelve (12), inches.

Minimum cross-sectional .area, one-half
(yi) by one and one-half (lj4) inches or
equivalent, wrought iron or steel.

Minimum clear depth, eight (8) inches.

Outside edge of tread of step not more
than two (2) inches inside of face of side
of car.

Tread not more than twenty-four (24),
preferably not more than twenty-two
(22), inches above the top of rail.

Manner of
application.

Steps exceeding eighteen (18) inches in
depth shall have an additional tread and
be laterally braced.

Side-door steps shall be securely fas-
tened with not less than one-half (}^)
inch bolts with nuts outside (when pos-
sible) and riveted over, or with not less
than one-half (yi) inch rivets.

A vertical handhold not less than
twenty-four (24) inches in clear length
shall be applied above each side-door
step on door post.

UNCOUPLING LEVERS.

Uncoupling attachments shall be ap-
plied so they can be operated by a person
standing on the ground.

Minimum length of ground uncoupling
attachment, forty-two (42) inches, meas-
ured from center line of end of car to
handle of attachment.

On passenger-train cars used in freight
or mixed train service, the uncoupling at-
tachment shall be so applied that the
coupler can be operated from the left side
of car.

Cars of construction not covered specifi-
cally in the foregoing sections, relative to
handholds, sill steps, ladders, hand brakes
and running boards, may be considered as
of special construction, but shall have, as
nearly as possible, the same complement
of handholds, sill steps, ladders, hand
brakes and running boards as are required
for cars of the nearest approximate type.

"Right" or "left" refers to side of per-
son when facing end or side of car from
ground.

To provide for the usual inaccuracies of
manufacturing and for wear, where sizes
of metal are specified, a total variation of
five (5) per cent, below size given is per-
mitted.

Safety Beam (Six- Wheel Trucks). See Axle Guard.

Safety Berth Latch. A device by which it is made im-
possible for an upper berth to shut automatically in
case of accidental overturning of the cars. These
devices enable the Berth Safety Rope to be dispensed
with.

Safety Chain. See also Check Chain.

Safety Chain Eye. An iron eye with a broad base
bolted to the under side of the side sills of a passen-
ger equipment car to receive the hook on the end of a
truck safety or check chain.

Safety Chains, Platform (M. C. B. Recommended Prac-
tice). In 1893 a Recommended Practice was adop-
ted for location and details of platform safety
chains for passenger equip;. lent cars. In 1896 this
was modified as follows: Platform Safety Chains
for passenger equipment cars to be located 14^
inches each side of center; to be suitably attached
to under side of platform timbers, and to be of such
length that when extended horizontally the chain
with hook shall measure 12f4 inches from face of
end timber to bearing point of hook, and the chain
with eye shall measure 2^4 inches from face of end
timber to bearing point of eye. The hook shall
not be more than 1^ inches thick transversely,
and the eye shall not be less than 1^ inches wide,

142

SAP

CAR BUILDERS' DICTIONARY

SAS

or less than 4 inches long in its opening. When
facing end of car the chain fitted with hook shall
be on the left-hand side, and the chain fitted with
eye on the right-hand side.

Safety Chains for Steel and Wooden Freight Cars

(M. C. B. Recommended Practice). Fig. 27S4. In
1894 a Recommended Practice was adopted for
Safety Chains for Freight Cars, when such chains
are used. The use of safety chains on freight cars
was not recommended, but when they are used on
cars for special service a location is recommended
as shown.

In 1904 a Recommended Practice for safety
chains for Steel Freight Cars was adopted.

In 1905, as a result of letter ballot, the two de-
signs of temporary safety chains for chaining to-
gether cars carrying double loads, shown on the
drawing were adopted as a Recommended Practice.
Safety or Check Chain Eyebolt. 70, Figs. 947, 966. An

eyebolt for securing a safety or check chain to a truck

or to the car body.

Safety or Check Chain Hook. 69, Figs. 947, 966. A
hook on the end of a Check Chain with which to
attach it to an eyebolt on the car body.

Safety Guard (for Spring Plank). An iron strap at-
tached to the truck transoms and passing under the
spring plank to hold up the latter in case of acci-
dental breaking of the link hangers. More properly
Spring Plank Safety Hanger.

Safety Hanger. A metal loop or eye surrounding a
rod or bar to prevent its falling in case of breakage.

Safety Plate (Baker Heater). An iron plate which
covers the hole in the partition between the fire pot
and the base of the smoke flue. Its office is to prevent
the ignited coals from falling out if the heater be
overturned.

Safety Rod (Postal Cars). Fig. 1716. A rod sus-
pended from overhead, over the pouch racks, within
easy reach, to serve as a handhold or grabiron in case
of derailment, etc.

Safety Rope (Sleeping Car Berths). More properly
Berth Safety Rope. See also Safety Berth Latch.

Safety Strap. See Safety Hanger.

Safety Tread. Figs. 570-576; 610, 621. Rubber or metal
coverings for step treads which prevent the foot from
slipping.

Safety Valve (Car Heating). Figs. 1962, 1998, 2049,
2095. Used to provide against an accumulation of
excess pressure.

(High Speed Brake.) An improved type of relief
valve applied to the brake cylinders of such cars in a
train as are not equipped with a high speed reducing
valve, to relieve the brakes from excessive pressure.
(Passenger Triple Valve.) 33, Fig. 1275; Figs.
1285, 1334, 1353-1354.

(Tank Cars.) See Tank Cars, .Specifications for.

Saloon. Figs. 1443, 1451. A retiring room, furnislied
with a dry closet or a water closet. The saloon is
commonly also provided with washing facilities.
Other terms are lavatory, closet, toilet. See
Lavatory.

One of the smaller subdivisions or staterooms of a
sleeping or parlor car.

Salt- Water Drippings, Collection of (i\I. C. B. Recom-
mended Practice).

In 1898 the subject of rust on trucks and track from
salt-water drippings from refrigerator cars was dis-

cussed, and a Recommended Practice for the collec-
tion of such drippings was adopted.

In 1910 this practice was modified as follows :

1. All salt-water drippings should be retained in
the ice tanks and drained off only at icing stations.

2. The total capacity of drain openings should not
exceed the capacity of traps, and the capacity of both
drains and traps should be sufficient to release all
drippings within the time limit of icing the train.

3. The mechanism adopted for handhng drain
valves should be simple and positive, and so designed
as to insure closing the valves before hatch plugs can
be returned to their places.

4. Salt drippings should be conducted from ice
tanks through the drain valves above described and
thence to the outside of cars through the regular traps
and drain pipes.

Sand Blast. A process of cutting glass by blowing
sand upon it with a strong blast of air.

The same principle is used in larger machines for
cleaning the rust and old paint from steel cars.

Sand Plank. A common name for spring plank.

Sandwich Plates. See Flitch Plates.

Sash. The frame of a window or blind, in which the
glass or slats are set, but commonly used, especially
in compound words, as a substitute for window, which
means the window and sash complete. The various
members used in framing a sash are the same as a
Door Frame. See Deck Sash. etc.

Sash Balance. Figs. 1740, 1751, 1755, 1759, 1762, 1813.
A spring or weight, with or without a cord, so con-
nected to a sash as to counterbalance its weight and
make it easy to raise or lower.

Sash Bars. See Sash Latch.

Sash Fastener. A sash lock.

Sash Holder. See Sash Lock.

Sash Latch. Fig. 1792. Similar to a sliding door latch.
See Latch.

Sash Lift. Figs. 1770, 1774, 1777, 1780, 1781. A metal
finger hold attached to the bottom rail of a window
sash for raising and lowering it. They are sometimes
let in flush, but are usually attached on the outside.
Sometimes, but rarely, the sash lift is a mere knob, and
so called. A Window Blind Lift, is a somewhat
similar device. See Bar Sash Lift.

Sash Lock. 22, Fig. 1450; Figs. 1747-1750, 1752-1754,
1758, 1761, 1763, 1764-1767. 17'71, 1775-1779, 1782, 1783,
1787, 1788. A spring bolt attached to a window sash,
or (rarely) a window bhnd. provided with thumb
lever (sash lock trigger), to withdraw the bolt with
by one hand, while the sash is lifted by the other.
Both hands must thus be used. To accomplish this
end less awkwardly Sash Balances have been
adopted.

Sash Lock Plate. A sash lock stop.

Sash Lock Rack. Figs. 1747-1750. 1752-1754, 1758. A
rack or stop Ijar used as a S.vsH Lock Stop.

Sash Lock Spring. See S.\sn Lock.

Sash Lock Stop. Figs. 1747-1750. 1752-1754, 1758, 1765,
1773, 1775-1779. 1783, 1784. 1786. There are two kinds
of stops, upper stops fnr holding the window open,
and lower stops to hold it shut. Sash Lick bushings,
plates, or racks, arc sulistitutcs and equivalents for
sash lock stops. Sash lock racks are often called stop
bars.

Sash Opener. A contrivance, as a lc\er or r<.id, for

143

iid

SAS

CAR BUILDERS' DICTIONARY

SCR

opening a window, used chiefly for the deck sash which
are out of reach.

Sash Parting Strip. See Parting Strip.

Sash Pivot. A metal pin or pivot attached to a sash
on which the latter turns. See Deck S.^sh Pivot.

Sash Pull. See Deck Sash Pull.

Sash Rail. A horizontal bar in the frame of a window
or blind.

Sash Spring. A metal spring attached to the edge of
the stile of a window sash to prevent it from rattling.

Schedule of Prices and Credits. See Interchange of
Traffic, Rule 100.

Scheme Rod (Postal Cars). A rod supported upon the
scheme rod bracket, and carrying the scheme or sched-
ule of the proper distribution of mail matter for the
various post offices ; used in distributing mail.

Screen (Window). A wire netting stretched on a
frame to admit air but exclude cinders.

Screw. "A cylinder surrounded by a spiral ridge or
groove, every part of which forms an equal angle with

unscrew and slacken the coupling, and two nuts with
gudgeons taking in the eyes of U-shaped coupling links
or shackles. The screw coupling may be either loose,
or one shackle may be attached to the drawbar.

Screw Gages. Instruments for measuring the diameter
or size of screws. They are of two kinds : external,
for measuring male screws, and internal, for measur-
ing female screws. See also Screw Pitch Gage. Screw
Thread Gage.

Screw Jack. A jack, the power of which depends upon
a screw, turned by a lever. See Jack.

Screw Pitch Gage. "A gage for determining the num-
ber of threads to the inch on screws and taps. It con-
sists of a number of toothed plates turning on a com-
mon pivot, so that the serrated edge of each may be
applied to the screw until one is found which corre-
sponds therewith. The figures stamped on the plate
indicate the number of threads to the inch." — Knight.
In the ordinary single thread screw the pitch is indi-
cated by the number of threads to an inch.

Screw Thread Gage. A steel plate with notches in the;

PBOPORTIONS FOR SBLLEES' 3TAm>ABD SChEW-THKEADS, ^f^JTS AND BOLTS.

Scbxw-Thbeum.

Diameter
at roct 'it

Width of

Nirrs.

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rough.

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rrr

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ficUh.

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finish.

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20
18
18
14
13
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9

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.183
.240
.294
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620
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.837
.940
1.065
1.160
1.284
1 389
1.491
1.616
1.713

.0002
.0074
.0078
.0089
.0096
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.0113
.0123
.0X38

.0156
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0173
0208
.0208
.0227
.0250
.0250
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the axis of the cylinder, so that if developed on a plane
surface it would be an inclined plane. It is considered
as one of the mechanical powers." — Knight. When
used alone the term commonly means a wood screw,
having a slotted head and gimlet point, for driving in
with a screw driver. Machine screws are similar, ex-
cept that they have no gimlet point and have a metal
screw thread. They are used for uniting metallic
parts. All ordinary forms of bolts have screw threads
cut on them, but are not commonly called screws. A
special form of wood screw is a lag screw, which is a
large sized screw with a head like a bolt, so that it may
be inserted with a wrench instead of a screw driver.
See Screw Thread.
Screw Coupling (British). The means by which pas-
senger train vehicles are coupled together. On the
Continent of Europe it is used for both passenger and
freight cars. It comprises a right and left-handed
screw provided with a hinged weighted handle, which
always hangs downward, so that it has no tendency to

edge of the precise form of screw threads, used for
giving the proper form to the edges of screw cutting
tools. See Screw Thread.
Screw Threads, Bolt Heads and Nuts (M. C. B. Stand-
ard). The Sellers or Franklin Institute system of
screw threads, bolt heads and nuts is the standard
of the Association, and repeated action of the As-
sociation has deprecated the use of any other sys-
tem and encouraged the careful maintenance of
these standards.

A set of gages for standard screw threads and a
standard inch scale, 2 feet long, are held in the
office of the Secretary for reference.

Mr. Sellers, who proposed this system of screw
threads, described it in an essay read before the
Franklin Institute of Philadelphia, April 21, 1864,
as follows:

"The proportions for the proposed thread and its
comparative relation to the sharp and rounded
threads, will be readily understood from the ac-

144

SCR

CAR BUILDERS' DICTIONARY

SEA

companying diagram in which Figs. 11 and 12 —
the latter on an exaggerated scale — represent a
sharp thread, Figs. 13 and 14 a rounded top and
bottom to the English proportion, and Figs. IS and
16 the flat top and bottom, all of the same pitch.

\
E

{

L_y//////////' • -

no. 11. i-55°,

The angle of the proposed thread is fixed at 60°,
the same as th"e sharp thread, it being more read-
ily obtained than 55°; and more in accordance with
the general practice in this country. Divide the

Seat. "That flat portion of a chair or sofa to support
the person." — Knight. Figs. 1510, 1512-1564. See Car
Se.\t.

In Mechanics : "The part on which another thing
rests, as a valve seat." — Knight.

Seat Arm Cap. A piece of metal shaped to the form of
the seat arm and screwed to the top to take the wear
and as an ornament.

Seat Arm Pivot. Figs. 1476, 1479, 1486. A metal pivot
by which a seat arm of a reversible seat is attached
to a seat end or the side of a car. In some cases the
pivot is made in one piece with the seat arm plate,
which is attached to the seat end. The two com-
bined then become a seat arm pivot plate. A seat
arm pivot is sometimes called a seat arm rivet.

Seat Arm Plate. A plate fastened to a seat end with a
hole in the corner, which receives and holds a seat
arm pivot. In some cases the pivot is made in one
piece with the plate. The part formed by combining
the two is then called a seat arm pivot plate. Some-
times a seat arm pivot plate or washer and a bolt
is used.

Seat Arm or Seat Arm Rest. 31, Figs. 1458, 1459: Fig.
1489. xA.n arm by which the back of a seat is at-
tached to the seat end or to the side of the car. Such
arms are usually attached by a pivot, so that the seat
back can be reversed. Sometimes called striker arm,
seat back arm, and also seat back reversing arms.

This term is also used to designate the portion of
a seat end which supports the arm of a person sitting

PROPORTIONS FOR SELLERS' STANDARD NUTS AND BOLTS

■iough Not = one and one-half diame-
ter of bolt 4- {.

I ^v-,1 Finished Nut = one and one-half
1 •'^ "I diameter of tolt + A.

Rough Nut — diameter ol bolt

Fini£hedNat = diameterof bolt. — i*.-.. i

./'^TV-J Roagh Head = one and one-half

diameter of bolt 4- §.

Finished Head = one and one-half
X rn diameter of bolt -J- ^.

I I ^ I Rough flea-i - one-half distance be
^ tweea riar£iiei.«dt"»of head.

Finished Head = diameter of bolt - ^

n

rr

•^*m

Note — Tn iSgg the following dimensions for square bolt beads were adopted as recommended practice : The side o£ the head
:;ball be one ,tnd one-half times the diameter of the bolt,, and the thickness of the bead shall be one-half the si^e ot the head.

pitch, or, which is the same thing, the side of the
thread, into eight equal parts, take off one part
from the top and fill in one pare in the bottom of
the thread, then the flat top and bottom will equal
one-eighth of the pitch; the wearing surface will
be three-quarters of the pitch, and the diameter of
screw at bottom of the thread will be expressed by
the formula :

1,299

Diameter

number of threads per inch.

The accompanying tables are reprinted from
Mr. Sellers' essay: they give the proportions of
his standard screw threads, nuts and bolt heads:

Scrubber (Acetylene Gas Lighting). Fig. 2253. A de-
vice for cleaning the gas.

Sealed Jet (Car Heating). A piece of apparatus in
which live steam is brought directly into contact with
the circulating water and heats it, at the same time
forcing the circulation.

in the seat, and sometimes, incorrectly, to designate
a Seat Arm Cap.

Seat Arm Rest Bracket. A bracket to be screwed to
the wall to carry a wood arm rest.

Seat Arm Rivets. Fig 1476.

Seat Arm Stop. Figs. 1482-1485. A metal lug or
bracket attached to a seat end, and sometimes to the
side of the car, on which the seat arm rests. Seat
stops are either attached to a long plate ( curved or
straight seat stop), or as in round seat stops, and
have a flange entirely surrounding them, by which
they are attached to the seat arm or side of the car.
They are also called seat stops.

Seat Arm Thimble. Fig. 1478.

Seat Arm Washer. A small washer for the head of a
screw, by wdiich a seat arm is fastened to a seat end.
Now little used.

Seat Back. 30, Figs, 1458, 1459. That part of a car
seat which forms a support for the back. It has an
arm, called the seat back arm, attached to it, bv which

145

SEA

CAR BUILDERS' DICTIONARY

it is attached to the seat ends with a seat arm pivot,
so that it can be swung over so as to face the other
way. In some styles the seat back arm is pivoted
below the seat cushion and the seat back swings over
the cushion so that both sides are used alternately.
In sleeping cars the back does not swing but a part
of it pulls out to form the lower berth. See Seat.
On some suburban cars, and commonly on street cars,
longitudinal seats are used, with the backs against
the side of the car.

Seat Back Arm Lock. See Seat Lock.

Seat Back Arm Pivot. Fig. 1490. The swinging joint
or seat back pivot in the seat arm. See Seat Arm
Pivot.

Seat Back Band. A seat back molding.

Seat Back Corner. Fig. 1492. A metallic corner piece
to screw to the backs of seats and protect the up-
holstery from wear.

Seat Back Curved Stop. Figs. 1483, 1491. A seat back
stop of a curved form.

Seat Back Molding. A wood, or more usually, metal
band or molding fastened around the edge of a seat
back to give it a finish and protect it from wear.

Seat Back Paneling. S3, Figs. 1458 and 1459. The
panels forming the partition between the seat backs
in a sleeping car.

Seat Back Pivot Plate. The plate bearing a seat arm
pivot fastened to the seat back.

Seat Back Reversing Arms. A seat back arm of a car
seat.

Seat Back Round Stop. Fig. 1485. A round seat stop.

Seat Back Slats. Narrow strips of wood used to form
a seat back ; used chiefly for seats which are not
upholstered.

Seat Back Spring. A weak spring placed in the up-
holstering in the back of a seat. Usually called simply
back spring.

Seat Bracket (Hand Car). A wrought iron knee which
supports the seat.

Seat Cover Guard Rail. A strip of wood tacked to the
flap of the seat cover to keep it straight.

Seat Cushion. 29, Figs. 1458, 1459. The upholstered
part of a car seat. There is ordinarily a separate
cushion for the seat and for the back. In sleeping
cars the two cushions are used to form the lower
berth. Two kinds of cushions are used on cars ; a
squab cushion, which is a loose pad and is now little
used, and box cushion, which is a cushion built upon
a cushion frame, with springs, etc.

Seat Division (Longitudinal Seats). A bar of wood or
metal to separate the space occupied by a passenger
from that adjoining it.

Seat End. 13, Figs. 1458, 1459. A frame of wood or
metal at the end of a car seat which supports the arm
of the occupant and to which the seat back arm is
attached. Seat ends are designated as long or short
according to whether they extend entirely to the floor
or are supported upon a seat stand. They are also
designated as aisle seat ends, or wall seat ends, and,
for corner seats, as left-hand or right-hand seat ends.

Seat End Arm. The portion of a seat end which sup-
ports the arm of a person sitting in the seat. An arm
rest.

Seat End Cross Rail. The end rail between posts
of a wood seat end.

Seat Front Rail. A rail fastened to the ends of the
seat bearing cross bar and running along at the top
of the seat front and under the front seat rail.

Seat Head End. 14 and 33, Figs. 1458, 1459. The upper
part of the seat end projecting out beyond the head
rest.

Seat Hinge (Sleeping Cars). Fig. 1488. A strap hinge
used to connect a seat with the seat back. See also
Sofa Hinge.

Seat Joint Bolt. A bolt for fastening a seat rail to
aisle seat ends. It is also used at the wall ends.

Seat Leg (Longitudinal Seats). A wooden post which
supports a front seat rail.

Seat Leg Plate. A metal plate with which the front of
a seat end or leg is covered to protect it from injury.

Seat Lever (Water Closet). A lever projecting back-
ward from the seat lid, to which the connecting rod
is attached.

Seat Lid (Water Closet). A cover for the seat.

Seat Lock. Figs. 1477, 1480, 1481. A lock for holding
the back of a seat so that its position cannot be re-
reversed. Such locks are attached either to the seat
end, seat back arm or seat back stop. A form for
iron seat ends with a small escutcheon, not pro-
vided with screw holes, is sometimes distinctively
called a barrel lock, although the term is almost
equally applicable to any form of seat lock. Seat
locks operate by pushing the key inward, turning it a
little and then pulling on the key.

Seat Lock Bolt. Fig. 1480. The beveled bolt by which
locking is effected.

Seat Pull (Sleeping Cars). Fig. 1494. A flush handle
for pulling out the seat in making up the berth so as
to drop the back and seat to the same level.

Seat Rail. One of a pair of rails, front and back, rest-
ing on and attached to the seat ends, and which sup-
port a cushion frame or seat bottom.

Seat Rail Bracket or Socket. Fig. 1487. A support for
a wooden seat rail.

Seat Slat. A narrow strip of wood which forms part
of a seat bottom, or seat back.

Seat Spring. Fig. 1509. A spiral or other metal spring
used to give a seat elasticity. Spiral springs are the
most common, the elliptic and spiral-elliptic having
become nearly obselete in new seats. A special form
of seat springs called back springs, of little resistance,
is used for seat backs. British seat springs are called
sofa springs, and the back springs back squab sofa
springs.

Seat Stand. A support on which an aisle seat end
rests.

Seat Stop. See Seat Arm Stop.

Seat Webbing. Fig. 1509. A form of coarse canvas
used in upholstering" car seats.

Second Catch (of Car Door Fastener). A double hook
or eye placed in the hasp of a car door lock in such
manner that the door can, if desired, be locked, leav-
ing a small opening for ventilation.

Second-Class Car. A plainly finished passenger car for
carrying passengers who pay a lower rate of fare than
first-class passengers. See First-Class Car.

Section (of a Sleeping Car). Two double berths, an
upper and a lower, making up into two seats facing
each other by day.

Sectional Seat Cushion. One with spiral springs sep-

146

SEL

CAR BUILDERS' DICTIONARY

SID

arately attached to narrow slats so that the seat can
be made up or repaired in sections.

Self-Clearing or Self-Cleaning Car. A car having a
floor forming one or more hoppers, with doors at the
bottom which, when opened, permit the load to dis-
charge by gravity. Most hopper cars are self-clear-
ing. See also Car.

Self-Closing Faucet or Cock. A faucet having a hori-
zontal bar handle provided with a spring by which it
is closed when released.

Self-Propelled Car. Figs. 195, 199-202, 2599, etc. See
jN'Iotor G\r. a car propelled by a motor which is car-
ried entirely by the car itself and does not require
power from any outside source.

Sellers System of Screwr Threads. A system of screw
threads designed by William Sellers of Philadelphia.
Often called Franklin Institute or United States Stan-
dard Thread. See Screw Thre.ad.

Series. A method of connecting two or more pieces of
electrical apparatus to a common circuit. The connec-
tions are made so that the negative side of one piece
of apparatus is connected to the positive of the ne.xt
and the full current passes successively through each
piece of apparatus in the circuit.

Series-Parallel Control. The common method of con-
trolling the speed of direct-current railway motors by
connecting them first in series in pairs with external
resistance in the circuit. To increase the speed the
resistance is cut out by steps, and when entirely cut
out the motors are then connected in parallel between
the trolley and ground in circuit. The maximum speed
is attained when the resistance is entirely cut out and
all the motors are receiving full trolley voltage.

Series Parallel Controller. Fig, 2571. See Series
Par.^llel Control.

Set (of Elliptic Springs). The amount of compression
of which the spring is capable. The distance between
the spring bands when unloaded. The arch is half the
set, plus the thickness of the spring band.

Sextuple (Elliptic Springs), Six elliptic springs coupled
together, side by side, to act as one.

Shackle Bar. A coupling link.

Shade. See Lamp Shade, Window Shade.

Shade Cap (Oil Lamp) A vertical tube extending the
shade upward and constituting in effect an extension
of the chimney, A similar part for a lamp globe is
called a globe chimney.

Shade Holder (Pintsch Lamp). Figs. 2114, 2117.

Shade Roller (Window Shades). iMgs. 1818, etc. A
device serving the purpose which its name implies ; the
only forms now in general use are the automatic and
hold the shade in any position desired.

Shaft. "That part of a machine to which motion is
communicated by torsion,"— Webster. See Brake
Shaft, Winding Sh.\ft, etc.

Shank (of a Coupler). Tliat part of a coupler or draw-
bar between the draw head and tail. The body of the
coupler.

Shear Bea:-ns (Snow Plow Framing). The timbers
forming the inclined plane and parting ridge of a plow.
They are placed in positions so that they resemble the
knives of a pair of shears, hence the name.

Shears (of a Pile Driver). The tongs which grasp the
Hammer.

Sheathing. 52, Figs. 285-288, 374. 375; 27, Fig, 368; 26,
Fie-. 383- Fio- 49(1 and Fi'o- RRQ Thp side and end

covering of a car, Tongucd and groo\'cd lumber is
used on \s*oodtn cars and steel plates un all-steel cars.
Jnside Lining is in addition to the urdniar\- outside
sheathing. See Lu.aiber Specifications,

Sheathing Furring. Wooden strips or blocks to which
to nail sheathing.

Sheave. A wheel, roller or pullej', over which a cord
or rope runs, ur un which any object, as a door or
window, rolls, Shea\'e is often used to designate
a block or pulley, but more properly it designates
simply the grooved wdieel in the block. See Pulley.

Sheave Hook (Derrick Cars), The hook carried at the
lower end of a hoisting block, to wdiich the load is
attached.

Sheave Pin or 1-intle. The axle of a sheave.

Sheet. Fig, 497, The plates used in jnclosing all
types of steel cars are termed sheets, as end sheet,
side sheet, ruuf sheet, floor slieet, etc.

Sheet Iron. Iron rolled into thin sheets.

Shelled Out (Car Wheels). A term applied to wheels
wluch become rough from circular pieces shelling out
of the tread. See Interchange of Traffic.

Shim. A thin piece of wood or metal used as a lining
or filling piece.

Shipper Shaft (Steam Shovel). The shaft connected
to the boom engine and geared to the ratchet beam.

Shoe. A plate, block or piece of any material on or
against which an object moves, usually to prevent the
latter from being worn. See also Br.vke Shoe.

Short Sill or Floor Timber. ."Vn auxiliary longitudinal
timber sometimes used in a car floor, Ijut not extend-
ing its whole length.

Shot (Chilled Car Wheels). See Cold Shot.

Shovel. See Ste.mi Shovel.

Side Bearing Arch or Bridge (Six-Wheel Truck). 62,
Fig. 966; Figs. 978, 1040, An iron bar, truss or
wooden beam attached to the bolsters to support the
truck side bearing.

Side Bearing Truck. Figs, 928, 929, 932. A truck in
wdiich the weight of the car is transmitted at the
sides instea<l of the center. The term balanced side
hearing truck is also used to indicate that the car
body is so balanced on the truck that the weight is
equally distributed to all the wheels at all times.

Side Bearings. 16, Figs, 285-288; 8, Fig, 410; Fig, 493.
Bearings which are attached to the bolsters, body and
truck, near their ends to prevent too much rolling or
rocking of the car body on the center plate and to
allow the truck to turn freely when the weight of the
car is not evenly distriljuted on the center and the
body is tilted over. Usually a plate or block of iron
or steel is attached 'to the body bolster and a corre-
sponding plate, block, roller or ball bearing on the
truck bolster. The first is called ihe body side bear-
ing in distinction from the second which is called the
truck side bearing. They are also distinguished as
upper and lower side bearings. See .Vn'ti-Friction,
Ball Bearing, Gr.\vit\', RiiCKFR and Roller Side
Bearings.

Side Brace. 37, Figs. 285-288: 33, & 37, Figs. 36S, 374,
375; 12 & 13, Fig, 383, Commonly designated as
simply EoDV Brace or Br,\ce, excejit when the end
braces are to be distinguished from. them.

Side Brace Rod. 34, Figs, 285-288, See Bk-\cf Rod.

Side Casting. -\ Cheek C.\sting.

147

SID

CAR BUILDERS' DICTIONARY

SID

Side Chute Plank. The planking of an inclined floor
which discharges its load transversely* to the car,
either toward or from the middle of the car.

Side Deck Lamp. A bracket lamp fastened above the
windows and to the deck sill, or to the lower deck
ceiling and the deck post.

Side Door. 61s. Figs. 374, 375. Designated thus to
distinguish from end doors on both freight and pas-
senger equipment. See Door.
(Baggage Car). Figs. 808. 809.

Side Door Bottom Guide. Fig. 494. An iron bracket
attached to the side of freight cars with sliding doors
to guide the door while it is being opened and shut
and also to prevent its swinging away from the car
at the bottom.

Side Door Fixtures. See Door Fixtures, Box C.\r.

Side Door Hanger Roller. Fig. 494. See Door H.'vnger.

Side Door Protection Strip. Fig. 489. See Protection
Strip.

Side Door Stiffener. Fig. 489. See Stiffener.

Side Dump Car. Figs. 37, 41-46, 49. 56-67, 316-319, 324,
325, 328-331. 335, 336, 340. A car so constructed that
its contents may be discharged to either side or both
sides of the track through doors in the car sides, or
drop doors in the floor, by means of an inclined floor
and side doors, or by tipping the car body sidewise.
See also Dump C.^iR and Hopper C.\r.

Side Eave. Figs. 495, 497. A term sometimes used to
designate a steel plate running along the eaves or edge
of the roof of a steel passenger equipment car.

Side Frame. The frame which forms the side of a
car body or truck. It includes the posts, braces, plate
and belt rail, etc., for the car body and the side mem-
ber of a truck frame. See Truck Sides, C-\st Steel,
Specifications for.

Side Furring. See Furring.

Side Lamp. Fig. 2525. A lamp attached to the side
of a passenger car, in distinction from a center lamp,
wdiich hangs from the roof. They are usually made
with brackets, by which they can be conveniently
fastened.

Side Lamp Braces. Diagonal bars attached to a side
lamp and to the side of a car to steady the lamp.

Side Lamp Holder. .\ metal ring or bowl-shaped re-
ceptacle usually attached to a bracket to hold a lamp.

Side Nailing Strip. 194a, Figs. 285-288. A piece of
wood bolted outside the side sills of steel underframe
cars to wdiich the ends of the floor planks and the
bottom ends of the sheathing are nailed. See N.mling
Strip.

Side Piece (Platform Hood). .\ thin block cut to the

curve of the hood.
Side Plank Tie Rod. .A vertical rod passing through

the side sill and side planking of a wooden gondola

car and tying them together.

Side Plate. 46, Figs. 285-288. 368, 374, 375; 15. Fig. 383;
41, Fig. 410; 98, Fig. 423-425. More properly, simply
plate. The longitudinal member connecting the tops
of the side posts of the car body. So called as dis-
tinguished from the end plate.

Side Plate Stiffening Angle (Steel Cars). An angle
iron riveted to the side plate, and serving the same
purpose as the stakes. Often called stake.

Side Plate Tie Rod. 47, Figs. 285-288. A rod extend-
ing across the top of the car and tying the side
plates together.

Side Post. Fig. 269; 42, Figs. 285-288; 36, Fig. 368;
Figs. 374, 375, 392; 19, 20, Fig. 410. Vertical member
used in the side framing of freight and passenger cars.

Side Post Strap Bolt. A strap bolt joining the post to
the side sill.

Side Rail. A longitudinal timber extending along the
top of the side frame of a coal or ore car. It rests
upon posts and braces and connects with end rails,
which go across the end of the car. It corresponds
to the plate of a box car, but does not carry any
rafters or carlines, as does a plate.

Side Seat. A longitudinal car seat, the back of which
is against the side of a car.

Side Sheet. 20, Fig. 297; 52, Fig. 320. A plate used
in closing in the sides of a steel car.

Side Sill. Fig. 263; 1, Figs. 285-288; Fig. 320; 2, Fig. 342;
Figs. 355, 368, 374, 375; 4, Fig. 383; 5, Fig. 410; 1,
Figs. 423-425. The outside longitudinal members of
the underframe. In some designs of steel cars the side
sills are done away with entirely and the entire side
of the car is designated as a deep plate girder to carry
most of the load to the bolster.

Side Sill Flitch Plank. One of the planks which enclose
the flitch plate and make up a composite or built-up
side sill.

Side Sill Step. 24, Fig. 297. See Sill Step and Safety

Appliances.
Side Slope. That part of the floor which slopes from

the side of a hopper to the hopper door. See Hopper

Slope Sheet.

Side Stake. 21, Fig. 297. See Stake.

Side Stem. Figs. 547, 551; 54, Figs. 552-555. A bar
attached to the side of a three-stem coupler to trans-
mit part of the force to springs separate from the
regular draft springs. See Three-Stem Equipment.

Side Straps (Gondola Cars). The straps to which the
end planks and sometimes also the side planks, are
bolted. They are also called side plank tie straps.

Side Strut for Hopper Floor (Hopper Cars). An in-
clined strut or support for the hopper floor between
the bolster and the end of the car, fastened to the
corner of the end sill.

Siding. A side track. See also Sheathing and Lumber

Specifications.
Siding, Flooring, Roofing and Lining (M. C. B. Stand-
ard). Fig. 2726.

In 1901 the following specifications were adopted as
standard :

Flooring.
Flooring shall be of three kinds : Square-edged, dressed
all over ; ship-lapped, dressed all over ; or tongued and
grooved, dressed all over, in accordance with section
shown on the drawing.

In 1908 the dimensions of dressed flooring were in-
creased 1/4 inch.

In 1908 a drawing was added showing details of floor-
ing 23-i inches thick for use on cars for rough freight.

In 1909 drawing was revised to show flooring of 2ji-
inch finished section.

In 1912 the drawing was revised to show the under
shoulder on the tongue edge set back 1-32 inch.

Siding, Roofing and Lining.

Siding, roofing and lining shall be of the section shown
on the drawing.

In 1908 drawing was revised to show separate sections
for roofing and lining.

MS

SIG

CAR BUILDERS' DICTIONARY

SIL

In 1912 the drawing was revised to show the under
shoulder on the tongue edge set back 1-32 inch.
Signal. See Back-Up Air Signal, and Train Atr Signal

Apparatus.
Signal Branch Pipe. A pipe leading from the train air

signal pipe to the car discharge valve.
Signal Cord. Fig. 1849. Where the train air signal
system is used a separate signal cord is used in each
car and is attached to the car discharge valve ; a pull
on the cord releases the air in the signal pipe and
blows the signal in the cab.
Signal Cord Bushing. Fig. 1843. A thimble lining a
hole through a partition for a signal cord to pass
through, in distinction from a signal cord guide,
which is attached to the side or roof of the car or to
the signal cord hanger and serves solely the purpose
which its name implies. For passing the signal cord
through inclined surfaces beveled bushings are used,
which are frequently provided with one or more
pulleys to avoid friction.

Signal Cord Coupling. Fig. 1848. The hook attached
to the end of a signal cord to enable it to be connected
or disconnected at pleasure with another signal cord.

Signal Cord End Hook. A common metal hook with
a screw shank by which it is attached to the end of
the car. The hook is used to fasten the end of a
bell cord to the last car and thus hold it in its place
and prevent it from being drawn out of its guides.

Signal Cord Guide. Figs. 1844-1847. A metal eye or
ring attached to the roof or ceiling of a car, or to the
end of a Signal Cord Hanger, and by which a signal
cord is carried or conducted.

Signal Cord Hanger. Fig. 1842. A guide for the signal
cord, hanging usually from the center of the clere
story or upper deck.

Signal Cord Pulley or Sheave. Figs. 1843-1846. A
wheel in a signal cord guide over which a signal cord
runs.

Signal Cord Sheave. A Signal Cord Pulley.

Signal Cord Splice. A metal coupling with right and
left hand screws for permanently splicing the ends of
a broken cord.

Signal Cord Strap. See Signal Cord Hanger.

Signal Cord Thimble. See Signal Cord Bushing.

Signal Hose. An air hose similar to, but of smaller
diameter than, an air brake hose, and used between
cars to connect the train air signal lines.

Signal Lamp. See Tail L.nmp.

Signal Lamp Bracket. A bracl;et attached to the car
body to hold the si,gnal lamp or marker.

Signal Lamp Socket (M. C. B. Standard), l-'ig. 2727.
In 1903 a form of combination lamp holder and flag
bracket was adopted as Recommended Practice. In
1911 the dimensions showing the slot and taper of
the socket were advanced to standard and the bracket
omitted.

Signal Pipe (Train Air Signal Apparatus). A con-
tinuous pipe running from car to car through the
train, substantially a duplicate of the brake pipe, but
working with a lower pressure of air. The signal
pipe couplings are also similar to brake pipe hose
couplings, but are arranged so that they will not
couple with the latter.

Signal Pipe Cut-out Cock (Train Air Signal Apparatus).
A cock placed at each end of every car for closing
the signal pipe when desired.

Signal Pipe Strainer. Fig. 1362. Strainer used in
signal pipe.

Signal Reservoir (Train Air Signal Apparatus). See
Whistle Reservoir.

Signal Valve (Train Air Signal Apparatus). Fig. 1365.
A valve attached to a branch from the signal pipe,
which, on the opening of the car discharge valve in
any car, and the consequent reduction of pressure in
the signal pipe, permits the air to escape to blow the
signal whistle. On motor cars this valve and whistle
are placed in the cab at each end of the car.

Signal Whistle (Train Air Signal Apparatus).
Whistle.

See

Sill (Car Building). The main longitudinal timbers
which are connected transversely by the end sills, body
bolsters, and cross ties. Sills are divided into side
sills, intermediate sills and center sills. For the splice
for broken sills required by the regulations for the
interchange of cars see Interchange of Traffic. See
also End Sill, Platform End Sill, Side Sill, etc.

The lower horizontal member of the frame sur-
rounding a window or door. See Door Sill, Window
Sill.

See Lumber Specifications.
Sill Knee Iron. An L-shaped or right-angled iron
casting or forging bolted into the inside corner of a
car frame to strengthen it.
Sill and Plate Rod Washer. A large rectangular

washer for the ends of the sill and plate tie rod.
Sill and Plate Tie Rod. 36, Figs. 285-288; 14, Fig. 383,
A vertical iron rod which passes through the sill and
plate of a car body frame and ties the two together.
A Brace Straining Rod is a similar part for low
passenger car trusses below the windows.
Sill Splice. See Interchange of Traffic, Rule 22.
Sill Splicing (M. C. B. Standard). Fig. 2728.

Steel Center Sills. — At the convention of 1905, the
following methods for splicing" of center sills on steel cars
and cars constructed with steel underframes were adopted
as Recommended Practice. In 1911 these splices were
advanced to Standard.

The splice for center sills, except as otherwise herein
stated, to be located not less than 7 inches from either
side of the body holster, consisting of butt joints. The
butt joints to be reinforced by plates on both sides to be
not less than twice the length of the protruding end, but
not exceeding 24 inches, and not less than same thickness
of web plate, with the one on the flange side of channel
to include flanges, while the outside plate should only
cover the web. The rivets to be spaced as shown on
Figs. "A" and "B" of the drawing.

Fig. "A" shows the method of splicing center sills in
front of body bolster, and Fig. "B" shows methods of
splicing center sills back of body bolster.

Fig. "C" shows method of splicing in cases where cars
are damaged "to such extent that the center sills have to be
cut ofl: legs than 8 inches from the front side of the body
bolster ; this method is not reconmiended for sills with
protruding end less than 3 inches. The outside plate in
this splice may be made of pressed steel or a casting. The
rivets to be spaced as shown on sketch.

Fig. "D" shows the method of splicing side sills; this
splice may be located on either side of the body bolster.
The rivets to be spaced as shown on sketch.

In 1909 the illustrations were re\'ised 1«' the addition of
end sills to drawing. Advanced to Standard in 1911.
In 1912 the text of standards was chaiigcil to show the

149

SIL

CAR BUILDERS' DICTIONARY

SMO

limit of length of projection for splicing as 7 inches.

Wooden Sills, — In 1909 the form of splice shown on
the drawing for the splicing of center sills of freight cars
was adopted. Five-eighths inch diameter for bolts and
11-16 inch for bolt holes were adopted as Recommended
Practice for assembling sill splices for freight cars.

The butt or step splice, without side plank, was adopted
for the splicing of all freight-car sills other than center
sills.

In 1911 all reference to draft sills was omitted on ac-
count of being construed in some quarters to mean draft
timbers, and the illustrations advanced to Standard.

Sill Step (Freight Cars). 30, Figs. 285-288; 24, Fig. 297;
Figs. 374, 375. 489. A U-shaped iron attached to
the sill of a car as a step for trainmen. See Safety
Appliances.

Sill Strap Bolt. A strap bolt, used to fasten the side
and end sills together. When set into the sill it is
called a joint bolt.

Sill Tie Rod. A transverse iron tie rod in the floor of
a car for holding the sills together.

Sill Timber Key. A metal block let into a gained seat
on the sills to relieve the sill bolts from shearing
stresses.

Sills, Uniformity for Section of (M. C. B. Standard).
In 1899 the following finished sizes for sections of
longitudinal car sills were adopted as standard of the
Association :

For cars such as box, stock, flat, long gondolas,
refrigerators, etc., 32 feet and o^-er in length, but
under 40 feet :

4 "x8" 4 "x9" 4 "xlO" 414" X 12" 5" x 14"
414" X 8" 4^<"x9" 4^"xl0" 5 "xl2"

5 "x8''' 5 "x9" 5 "xlO"

For cars 40 feet long and over, such as furniture and
special long gondolas :

414" X 8" 41/" X 9" S"xlO" 6"xl2" 6"xl4"
5 "x8" 5 "x9" 6"xl0"

6 " X 9"
It is believed that the above recommendations afford
a sufficient range of sizes to cover all requirements of
design; they are good merchantable sizes, and if used as
suggested car repairs will be greatly expedited, as there
will be less delay in getting special sizes of lumber, and
requisitions for regular sizes can be filled more promptly,
as lumbermen can saw in advance of orders with a rea-
sonable certainty of selling their stock.
Single Plate Wheel. A wheel, in which the hub ;'.nd
rim are imited by only a single plate, which is strength-
ened usually by ribs, called brackets, or sometimes by
corrugations. See Wheel.
Single Track Snow Plow. Fig. 227. A snow plow for
use on single track railroads and so constructed that
it throws the snow to both sides of the track.
Sink (Dining Car). A shallow metallic box to receive
and carry oiT dirty water. See Fig. 1588 for sink plug.
Six-Wheel Truck. Figs. 933, 964-973, 976-978. See

Truck.
Skid Shoe. Fig. 2649. An iron shoe used to slide
broken car wheels to a side track in order to avoid
blocking the road.
Slack Adjuster. Figs. 1287, 1401-1404. A device for
automatically taking up the slack in the foundation
brake gear when normal piston travel is exceeded.
Slat. A narrow strip of board or metal.

Slat Seat. A seat composed of narrow strips of wood.

Sleeping Car. Figs. 176, 180-184, 186, 249, 250, 255, 410-
414, 416-418, 420. A car provided with fixed seats,
arranged to face each other, which can be used for
day travel and at night can be made up into berths.
A pair of seats, which makes a lower berth, and its
corresponding upper berth, together make up a sec-
tion. The mattress and bedding are carried in a
pocket under the deck, the bottom of the pocket being
hinged to lower and form the upper berth, while the
seat cushions and backs are arranged on the seat
frame to form the lower berth. See Figs. 1458, 1459.

Most of the sleeping cars in the United States are
owned and operated by the Pullman Company and
hence are often referred to simply as Pullman cars.
The Pullman sleeping cars are commonly referred to
either as standard or tourist cars.

Emigrant Sleeping Cars, Colonist Cars and
Tourist Sleeping Cars resemble standard sleeping
cars, but are without such expensive upholstery. Com-
partment sleeping cars are divided into compartments,
generally with one upper and one lower berth in each.
A corridor runs along the side of the car. See also
Car, M. C. B. Class P.

Sleeping Car Seat. Fig. 1521.

Sleeping Car Section. Figs. 1458, 1459. The space in
a sleeping car occupied by two double seats in day-
time and by two berths (a lower berth and its corre-
sponding upper berth) at night.

Slewing Gear (Pile Driver). The means for causing
the swinging platform to revolve.

Slewing Rings (of a Derrick). Rings attached to the
upper end of the boom for attaching a rope by which
to move or steady it when loaded.

Slide Valve (Triple Valve). 3. Figs. 1273-1275. A
plain slide valve, controlled in its motion by the piston,
by means of which the air is admitted to, and ex-
hausted from, the brake cylinder, applying and
releasing the brake.

Slide Valve Feed Valve. See Feed Valve.

Slide Valve Spring (Triple Valve). 6, Figs. 1273-1275.

Eliding Chair. Figs. 1228, 1232. A casting attached to
a brake beam which slides on an inclined member in
such a way as to secure a proper adjustment of the
brake shoe as it wears.

Sliding Door. A door which opens by sliding sideways
instead of swinging on hiijges. Such doors are al-
most universally used on freight cars ; also on bag-
gage, express and postal cars, subway trains and
tunnel cars. Figs. 810, 812. They are hung by hooks
called the door hangers, which slide on a top door
track. See also C.\R Door H.\nger.

Sliding Door Bracket. ' A Docr Track Bracket.

Sliding Door Friction Roller. A small wheel attached
to the top or bottom of a sliding door to make it run
easily. It may or may not carry the weight of the
door.

Slip Case (Postal Car). Fig. 1716. A small pigeon
hole case for use on a postal car.

Sloped Floor Sheet. See Hopper Slope Sheet.

Smoke Bell. Fig. 2530. A cover or screen of glass,
porcelain or metal, shaped somewhat like a bell, and
placed over a lamp to protect the ceiling of a car or
room. Large smoke bells are often called canopies.

Smoke Bell Bracket. A separate carrier for a smoke
bell.

SMO

CAR BUILDERS' DICTIONARY

SPL

Smoke Eell Stem. A tube attached to the upper part
of a smoke bell and serving to carry away the gases
so as to bring the smoke bell lower and nearer to the
lamp.

Smoke Flue. A smoke pipe.

Smoke Jack. 20, Fig. 383. A term commonly applied
to the outside portion of a smoke flue when used on
caboose and work cars.

Smoke ripe (Heaters). The pipe by which the smoke
is conducted to the outside of the car, usually called
stove pipe, but the stove pipe of heaters is called a
smoke pipe or smoke flue, to distinguish it from the
air pipes.

Smoke Pipe Cap. A covering on top of the smoke pipe
to exclude r;iin and wind. Also called jack.

Smoke Pipe Casing (^Ileaters). An outside pipe which
incloses a smoke pipe, leaving a space between the
two thrwugh which air is admitted from the top and
is thus warmed.

Smoke Screen (Baker Heaters). A conical-shaped
bo-x, the front of which is the feed door and the bot-
tom of which is the hole through which the coal enters
the fire pot, and which is covered by the safety plate.

Smoke Top (Baker Heater). The upper part of the
heater, made of Russia iron, in a conical form.

Smoking Car. Figs. 170, 235, 236. .\ passenger car
reserved for smokers. Combination cars frequently
have a smoking compartment. See C.'\R M. C. B.
Cl.xss p. N.

Smoking Room (Sleeping Cars). .-V compartment now
almost uni\ersal in modern sleeping cars and parlor
cars.

Snatch Block. Properly a single block which has an
opening (notch) in one cheek to receive the rope.
The snatch block is usually provided with a swivel
hook. The term is also popularly applied to any
form of single block provided with a hook, although
more properly it applies to only one with an opening
at the side for readily inserting or removing the rope.

Snow Flanger. Fig. 224. See Flanger.

Snow Plow. I-'igs. 227-230. A car so constructed that
it will remove snow from railroad tracks. Snow plows
are generally of either the wedge or rotary types.
What is frequently called a wedge plow has a wedge-
shaped front end, and is pushed through the snow by
a locomotive. A wing-elevator snow plow has large
wings which may be swung out by means of com-
pressed air. Such a plow clears a wider space than one
without the wing-elevator, and the sloped surfaces on
the wings throw the snow well clear of the track. Snow
plows are usually equipped with Flancers. See
Double Track Snow Plow, Single Track Snow
Plow.

A rotary snow plow has at the front end a wheel,
set at right angles to the track, and furnished with
blades. This wheel is driven through a horizontal
shaft by a steam engine located on the car and when
the whole machine is pushed forward by a locomotive
the blades cut the snow from before the plow and dis-
charge it through a chute to one side of the track.

Snow Scraper. A Flanger.

Soap. See Liquid Soap Fixture.

Soap Dish. Figs. 1596, 1598.

Soap Holder. A soap dish attached to a partition like
a bracket. See Soap Dish and Liquid Soap Fixture.

Socket, Signal Lamp. See Signal Lamp Socket.

Socket "Washer. .V large washer \\-ith a cavity to re-
ceive the head or nut of a Imlt or rod so that it will
not project beyond the surface (jf the wood to which
it is attached. Also called cup washer.

Sofa (Sleeping Cars). .\ bmgitudinal seat which
makes up as a berth liy [lulling i.iut sidewise so as to
drop the back. Nnw used only in staterooms.

Sofa Arm Rest Bolt. Fi.gs. 1495, 1496.

Sofa Arm Rest Fixtures, l-'ig. 149,X.

Sofa Back Leg Socket. iMg. 1503.

Sofa Back Pivot Hinge and Bushing. Fig. 1500.

Sofa Bolt (Sleeping Cars). Fig. 1497. .\ sliding bolt
used for holding a sofa in its place. It is operated from
the front by a sofa pull working through a sofa crank.
Sofas standing against the side of the cars are now
little used.

Sofa Caster. Fig. 1493. See C,\ster.

Sofa Hinge. A hinge by wdiicli the seat and back of a
sofa are fastened together so that they can be changed
from a sofa to a bed.

Sofa Rail End and Socket. Fig. 1502.

Solenoid. A coil of insulated copper wire wound on a
spool which, when the electric current flows through
it, may draw ..ir attract an iron rod, core or plunger
into iis interior. A modified form of electro mag-
net. I'scd as a means for operating regulators,
switches and other electrical apparatus.

Solid Bottom Gondola Car. Figs. 44, 52-55, 334, 341.
.\ gondola car v.ithout opti ings in tlie floor or bottom
for discharging the load. See also Car.

Spanner. A wrench for uncoupling hose, etc., formed
like the arc of a circle, with notches or lugs for en-
gaging in dogs or grooves on a spanner mit. An
ordinary wrench is termed a spanner in Great Britain.

Spark Strip. A filling strip placed between a box car
side door and the car to prevent the entrance of
sparks or cinders.

Specifications for Cast Steel Truck Sides. See Truck
Sides, Cast Steel, Si'ecific.vtioks fir.

Specifications for Tank Cars. See Tank Cars, Specifi-
cations FOR.

Specifications for Wheels. See Wheels, Specifications

FOR.

Speed Recorder. Figs. 1913, 1916-1918. A device, usu-
ally driven from an axle, which records the speed of
a train. Its use is confined practically to ofiicial cars,
dynamometer cars and locomotives.

Spiral Elliptic Seat Spring. A spring made of a thin
band of steel wound in a spiral coil, the transverse
section of wdiich is elliptic.

Spiral Seat Spring. The common form of Seat Spring.

Spiral Spring. See Helical Spring.

Spiral Spring Cap. A casting or plate which forms a
bearing for the top of a spiral spring, and which also
holds it in its place. A similar seat is used at the other
end.

Spittoon. See Cltspidor.

Splice Plate. Fig. 492. .-V plate used to fasten the ends
of two members of a frame together, so that they make
a continuous member.

Splicing Sills. See Sills, Splicing of.

Split Key. A form of pin wdiicli is self-fastening, con-
sisting essentially of two par.allel strips or bars of
metal, which, when united, constitute one pin, but the

151

SPO

CAR BUILDERS' DICTIONARY

STA

ends of which may be forced apart to prevent the pin
being withdrawn.

Spoke. "One of the radial arms which connect the
hub with the rim of a wheel." — Knight.

Spoke Wheel. A wheel, the rim or tire of which is
connected with the hub by spokes instead of one or
more plates. See Wheel.

Spool (of Hoisting Gear). The drums on which the
hoisting rope or chain is wound.

Spreader. Fig. 220. See Ball.\st Spreader.

Spring. Figs. 687, 1102. 1103, 1111, 1112, 1113, Elliptic
springs. Figs. 1104-1109, 1114. y\n elastic body to re-
sist concussion. Springs are also used to produce mo-
tion in a reverse direction to that caused by some
other applied force, as a brake spring and the spring
of a door latch. The leading forms of springs are
Elliptic Springs and Spiral or Helical Springs.
Spiral springs, are designated according to the num-
ber combined one within the other, as double coil,
triple coil, etc., or if the springs are placed side by side,
as two group, four group, six group, etc.; elliptic
springs, according to the number united to work to-
gether as one spring, are designated as double or dupli-
cate, triple or triplicate, quadruple, quintuple and sex-
tuple. The main springs about a car are nearly all
spiral springs, except that elliptic springs are almost
exclusively used for the bolster springs of passenger
cars.

The principal springs of a car supporting its weight
are the bolster springs, also called bearing springs
or body springs. Equalizing bar or equalizer springs
are used in addition on passenger cars, as also some-
times journal springs. Side journal springs are used
on street cars, and are sometimes key-shaped or spool-
shaped. See also Draft Springs.
See Spring Dampener.

Spring Band (Elliptic Springs). A wrought iron strap
which embraces the plates at the center.

Spring Block. See Equalizer Spring Block.

Spring Buffer. See Buffer.

Spring Cap. Figs. 974, 976, 1099; 72 and 75, Figs. 947,
966 A cup-shaped piece of cast or wrought iron for
holding the top of a spring and against which the lat-
ter bears. They are further distinguished by the name
of the spring, as bolster spring cap, etc. The spring
seat comes below the spring, but both these parts are
very commonly called spring plates, especially in large
group springs.

Spring Caps for Freight Car Trucks. See Springs and
Spring Caps for Freight Car Trucks.

Spring Controller. Fig. 1102, 1103. A telescopic band
which guides or keeps coil springs in proper position.

Spring Dampener. Figs. 1110, 1113. A device to in-
crease the capacity of a spring by bringing into play
a certain amount of friction which helps to absorb the
load or shock, the friction increasing at a greater rate
than the load as the latter increases. Some spring
dampeners are intended to retard the sharp vibration of
a coil spring and make its motion more like that of an
elliptic spring. See also Friction Draft Spring.

Spring Door Latch. A latch, the bolt of which is
thrown into contact with a catch by a spring, and is
disengaged by a knob or handle. Such latches are not
arranged so as to be fastened with a key. See Latch.

Spring Door Lock. A lock usually called a night latch.

Spring Edge (Car Upholstery). A term applied to a

method of upholstery which protects the frame work
entirely by springs, so that it is not felt by the occu-
pant of the seat.
Spring Hanger. See Swing Hanger.

Spring Hinge. Fig. 1827. A hinge fitted with a spring
to make the door self closing. A double acting spring
hinge (Fig. 1830) is one which will permit the door
to open either way and also to make it self-closing.

Spring Plank. 43, Figs. 947, 966; Figs. 974, 976 and
1074. A transverse member underneath a truck bolster
and on which the bolster springs rest. Also called
sand plank. A Spring Plank Safety Hanger passes
under the spring plank. A swing spring plank is used
in passenger and other Swing Motion Trucks. In
rigid bolster trucks the spring plank is bolted to the
lower arch bar of the truck frame.

Spring Plank Bearing. 44, Figs. 947, 966. A casting
on which a spring plank rests.

Spring Plank Bolt. A horizontal bolt connecting the
spring plank and truck columns. Rivets are also used.

Spring Plank Safety Hanger (Passenger Equipment
Trucks). 45, Figs. 947, 966; 'Fig. 975. A U-shaped
strap of iron attached to the transoms, and passing
under the spring plank, so as to hold it up in case
the swing hangers or their attachments should break.

Spring Plate. A spring seat or cap.

Spring Pocket or Strap Drawrbar. A drawbar with a
rectangular strap or "pocket" at the back end, in which
the draft sprin.g is placed.

Spring Seat. Figs. 974, 976, 1099-1101; 73 and 74, Figs.
945, 947, 966. A cup-shaped piece of cast or wrought
iron, on which the bottom of a spring rests. See Spring
Plate. They are further distinguished by the name of
the spring for which they serve, as bolster spring seat,
equalizer spring seat, etc.

Springs and Spring Caps for Freight-Car Trucks (M.
C. B. Recommended Practice). Figs. 2759-60.

In 1898 detail designs of spring coils and caps
suitable therefor were adopted as Recommended
Practice.

In 1901 a committee presented revised drawings
with full details and specifications. They were
submitted to letter ballot and adopted as Recom-
mended Practice.

In 1901 designs with full details and specifica-
tions for springs for 100,000-pound capacity cars
were presented, and as a result of letter ballot
were adopted as Recommended Practice.

In 1912 the form of spring caps was changed.

Sprocket. Fig. 2310. A toothed wheel.

Spud. Fig. 1599. A bushing or coupling by which the
hole of a sink or water cooler drip is connected with
the drain or drain pipe.

Spur Wheel. A toothed wheel.

Square Door Bolt. Fig. 1660. A door bolt made of a
square and straight bar of metal. When the bolt has
an offset it is termed a square neck door bolt.

Stake. 21, Fig. 297; 43, Fig. 320. A piece of timber in-
serted in a pocket on the sides and ends of flat cars to
hold the load in place. The sides of wooden gondola
cars are sometimes held in a similar manner. The
side stiffening pieces on steel hopper and gondola cars
are frequently called stakes.

Stake Pocket (Gondola and Flat Cars). 39a, Figs. 320;
10, Fig. 342. A metal receptacle or collar, attached
to the side and end sills to receive the end of a stake
which supports the side or confines the load. Also used

152

STA

CAR BUILDERS' DICTIONARY

STE

near the top of gondola cars to receive the stakes used
in applying a coke rack or other appliance for increas-
ing the depth of the car.

Stake Pocket Strap or U-Bolt. A U-shaped bolt which
sometimes serves as a substitute for the ordinary form
of stake pocket, when the stakes are intended as per-
manent attachments.

Stake Pockets, Permanent (M. C. B. Recommended
Practice). In 1905, as a result of letter ballot, the
following Recommended Practice was adopted re-
garding Permanent Stake Pockets:

1. That the method of securing permanent stake
pockets to cars of wooden construction be by U
bolts.

2. That the method of securing permanent stake
pockets to cars of steel construction be by rivets
or U bolts.

3. That malleable iron be used in the manufac-
ture of permanent stake pockets.

4. That stakes should be located to suit the con-
struction of the car or the requirements of the
service, but should not be placed farther apart than
4 feet from center to center.

Stake Pockets, Temporary (M. C. B. Recommended
Practice). In 1905, as a result of the letter bal-
lot, the following dimensions were adopted as
Recommended Practice for Temporary Stake
Pockets;

For flat cars and gondola cars with sides less
than 30 inches high, 4 inches wide by 5 inches
deep.

For gondola cars with sides 30 inches and over,
4 inches wide by 4 inches deep.

Stake Pockets, Temporary, Longitudinal Spacing of

(M. C. B. Recommended Practice). Fig. 2754. In
1906 a plan for longitudinal spacing of temporary
stake pockets for gondola cars was adopted as
Recommended Practice.

Stanchion. A prop or support.

A metal post or hanger with an eye in one end, which
holds a rod or other object, as a hand rail or curtain
rod. The opposite end is usually fastened by a nut,
or with a flange or lugs, which form a part of the
stanchion.

Movable stanchions are required in postal cars. See
Fig. 1716.

Standard Gage. The most common distance between
the rails of railroads, which is throughout the world
4 ft. 854 ins. See Gage. This gage originated from
the use of an even 5 ft. gage, with outside flanges.
As inside flanges came to be preferred, and had to
run on the same rails (then with much narrower heads
than now), the present standard was of necessity used.

Staple. Fig. 789. A U-shaped piece of metal which is
pointed at the ends, to be driven into wood to hold
a hasp, hook, pin, etc. The term is also applied to the
keeper, which is screwed or bolted to the door frame,
and which holds the door hasp.

Starting Valve. Fig. 1948. A valve on the locomotive
to admit steam to the train line for heating purposes.

Stateroom. A compartment in sleeping and private
cars, sometimes containing a stationary bed and in
other designs the usual berths.

Stateroom Sleeping Car. A sleeping car having one
or more separate compartments or state-rooms in ad-
dition to the standard sections or berths in the main
part of the car. A drawing-room sleeping car has one

or more separate compartments which are larger than
a stateroom.

Stay. A beam, bar, rod, etc., by which two or more
objects are connected to prevent lateral deviations of
one or both of them.
Stay Rod. A rod wliich acts as a stay.
Steam and Air Connections for Passenger Equipment
Cars (M. C. B. Standard). In 1912 the following
items were transferred to standard:

Two-inch train line.

End valves with not less than I'/S-inch openings.
Steam and Air Connections for Passenger Equipment
Cars (M. C. B. Recommended Practice). Fig. 2764
In 1903 the following specifications for steam and
air line connections were adopted as Recom-
mended Practice.

Steam hose, l!j^-inch ihside diameter and of
such length as to provide 31 inches from face of
coupling gasket to end of hose nipple: lj,6-inch
steam hose couplings of dimensions to agree wath
those shown, with gaskets having 1^-inch diam-
eter opening, gaskets to be so constructed that
the normal diameter of opening will always be
maintained; couplings not provided with gravity
traps; inlet valves to have reduced openings which
should be as small as possible and maintain the
volume of steam required by the radiating pipes
for the severest weather conditions.

That the steam-heat, air-brake and air-signal
connections be located as shown on the drawing.

That the air-brake and air-signal hose should be
1 inch in diameter and 22 inches long.

In 1911 the above dimensions v,'ere changed to
read: Air-brake hose must be IVg inches inside
diameter and 22 inches long, and the air-signal
hose must be 1 inch inside diameter and 22 inches
long.

In 1911 the angle cock was changed to show 30
degrees from the vertical.

In 1911 the steam and air connections were
erroneously shown as standard. In 1912 they
were changed to recommended practice.

Steam Car. A term used to designate ordinary railroad
cars when it is desired to distinguish them from elec-
tric cars.

A self-propelled car using steam as its motive
power.

Steam Coupler. See Steam Hose Coupler.

Steam Crane. Figs. 211-213. A crane operated by
steam engines. Also frequently provided with gears
for propelling itself by means of the same engines
that operate the hoisting apparatus.

Steam Drum (Car Heating Apparatus). Figs. 1999-
2(XX). A part of the indirect steam heating system,
being the covered coil or nest of tubes in which the
circulating water is heated by the steam surrounding
the pipes. Also called jacket.

Steam Gage (Steam Heating). Fig. 2106. A dial or
gage for recording the pressure of steam in the steam
pipes on a car or locomotive.

Steam Hose Clamp Lock. Fig. 2005. Used on the
coupler connecting the steam hose between the cars.

Steam Hose Coupler. Figs. 1930-1, 1959, 1972, 2004,
2012-15, 2055-56, 2071, 2073-4, 2099. Couplers for con-
necting steam hose between passenger train cars. See
Fig. 2005 for a clamp lock for steam couplers.

Steam Hose Gasket Remover. Fig. 2065.

153

STE

CAR BUILDERS' DICTIUJNAKY

^TO

Steam Motor Car. See .Motlr Car.

Steam Pipe. The pipe under passenger cars corre-
sponding til the brake pipe and connected with hose
and ciiuphngs for conveying steam from the loco-
motive to heat tlie cars in the train.

Steam Shovel. Figs. 218, 219, 431. A shovel operated
by steam lioisting engines mounted on a car. The
shovel or dipper holds from 1 to 6 cu. yds. of dirt
and is mounted on the end of a heavy beam, which is
carried by the boom. Tlie dipper is operated and
controlled by engines in such a manner as to permit
of its being filled with earth or rock, lifted and swung
over an adjacent car and there dumped. Used in
construction work.

Steam Trap (Car bleating). Figs. 1956-7, 2001-2, 2006-8,
2035-37, 20o7, 2069, 2077. .-V de\ice for catching and
liberating the water of condensation in any steam pipe
hue. For vertical steam trap see Figs. 1968, 2031,
2088. For T-trap see l-ig. 1973. For half moon
steam line trap, see b'ig. 2103.

Steel Tired Wheel. Figs. 1115-1138, 1150-1152. A
wheel with a steel tire which is usually shrunk on,
welded, bolted or fastened with retaining rings.

Step. 6, Fig. 383. A ledge on a stair or round or rung
of a ladder. A footpicce for ascending to or descend-
ing from a car or for standing in certain places or
positions. Passenger car steps are from their loca-
tion generally called platform steps and sometimes
box steps. In freight cars a U-shaped iron, called a
Sill Step is used. .V small ledge on the end of a
freight car near the top for a brakeman to stand on
when applying brakes, called the brake step, is also
son:etimes used. .-\ lirrcket called a tank step is at-
tached to the tanks • f tiirik cars. Steps in stairs are
ci.mnected by vertical risers.

Step Hanger. A vertical board or metal plate by wdiich
the steps are supported from the corner of a car and
from the platform end sill.

Step Iron (Platform Steps). A fiat iron liar lient to
conform to the shape of the steps and their risers, and
to which they are fastened. It is bolted at the upper
end to the platform end sill.

Step Ladder (Sleeping Car). .\ folding step ladder,
fi.ir use in a sleeping car, to reach the lamps, upper
berths, etc.

(Postal Car.) The ladder specified in the U. S.
government specifications is shown in Fig. 1714.

Step Nosings. A metallic facing or molding for the
tread of steps.

Step Riser. The vertical portion of a step in stairs.

Step Timber. A timber bolted to the end sill and plat-
form end sill, to which the platform steps are hung.

Step Treads. Figs. 570-576.

Stiffener. Figs. 489, 491. A reinforcing member. The
term is commonly applied to bars used to strengthen
the doors of freight cars.

Stile. The upright pieces on the outer edge of a door
or sash, as door stile, sash stile, window stile, etc.

Stirrup. A kind of ring or bent bar of iron resem-
bling somewhat the stirrup of a saddle. A drawbar
carry iron is sometimes called a stirrup.

Stock Car. Figs. 90-105, 356-369. A car for the trans-
portation of live stock, equipped with roof, slatted
sides and side doors, single or doulile deck and fre-
cjuently with feed and water troughs. See Double
Dec:-; Stock C.-vr and C.\R M. C. B., Cl.\ss S.

Stock Cars, Rounding Corners of Doors, etc. See

Doors, Door J.vmbs .\nd .\ll Other Inside- Corners,
Etc.
Stop Bar. See S.vsH Lock Stop.

(Sleeping Car). A bar to connect the two seats

on which the seat bottoms may rest when drawn

down to make up a lower berth. It rests upon a stop

bar plate.

Stop Ear Guide. An attachment to hold a stop bar in

place laterally.
Stop Bar Hinge. The hinge which enables the stop bar

to swing horizontally.
Stop Bolt (of Car Door Lock). An attachment for

throwing a door latch out of gear.
Stop Cock. Fig. 1603. .\ simple form of Cock having
a body and a tapered plug wdiich has an opening
through it. \\ hen the plug is turned so that the holes
in it correspond to the ports in the body the hquid
flowing in the pipe can pass through the cock. When
the plug is turned so that the openings do not corre-
spond, the flow is stopped.
Stop Key Journal Bearing. A key or w-edge with a lug
or projection which bears against the end of the axle
to restrain lateral motion and thus dispense with a
collar on the a.xle.
Stop Latch. A spring door latch with a stop bolt by
wdiich the latch can be fastened on one side so as not
to act.
Storage Battery (Electric Lighting). Figs. 2326-68.
x-Vn electro-chemical device, consisting of a number of
cells connected in series when used for car lighting
purposes, each cell containing two groups of lead
plates peculiarly constructed and prepared, immersed
in dilute sulphuric acid, the function and properties of
wdiich are to receive and store electrical energy
generated by the axle generator and to deliver it to
the lighting circuit of the car as occasion may require.
Storage batteries are generally carried in boxes at-
tached to the underside of the car body. See Electric
Cell Filler.

See Motor C.vr for cars propelled entirely by elec-
trical current from storage batteries. Such a car is
shown in Fig. 195.
Storage Gas Tank (, Acetylene Lighting). Fig. 2239.
An iron tank filled with asbestos discs saturated with
Acetone, into wdiich acetylene gas is forced under
pressure.
Storage Heaters (Car Heating). Figs. 856-858.
Storage System of Acetylene Gase Lighting. For de-
tails see Fig. 2239.
Storage Syste.Ti of Car Heating. Figs. 856-858. A
direct system of car heating, in wdiich the radiating
pipes are enlarged and inclose a smaller pipe or tube
which is filled with salt water or other heat-retaining
substance, and which when heated continues to radiate
heat after the steam is shut ofT.
Stove. An apparatus in which a fire is made for warm-
ing a room, house or car by direct radiation. Stoves
are out of use for heating passenger cars, but cast
iron stoves are largely used for caboose cars.

A cook stove permanently fi.xed against the side of
a room and directly connected with the chimney with-
out the use of stove pipe, is called a range; used in
dining cars, etc.

Alcohol (Fig. 848) and oil stoves are used for heat-
ing refrigerator cars or produce cars for the trans-
portation of perishable products in cold weather.

154

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CAR BUILDERS' DICTIONARY

SWI

Stove Pipe. A tube, usually of sheet iron, for convey-
ing the smoke from a stove or heater, and creating
a draft. A Smoke Flue.

Stove Pipe Damper. A circular disk in the stove pipe
for regulating the draft.

Stove Pipe Jack. A covering or bonnet for the aperture
of a stove pipe on the outside of a car.

Stove Pipe Ring. A metal plate or ring attached to the
ceiling of a passenger car around the opening through
which the stove pipe passes from the inside to the
outside of the car. It is used for ornament or to make
a finish around the opening for the stove pipe.

"Straight Air" Brake. A term applied to the original
form of the Westinghouse air brake, which is still used
on street cars. With this form of brake, the com-
pressed air is used as a direct force from the main
reservoir supply of the locomotive through direct pip-
ing to the brake cylinders on the vehicles to apply
the brakes. The valve on the locomotive is used to
admit air to the brake pipe and brake cylinders in
order to apply the brakes, to hold it there when ad-
mitted, and to exhaust it when desiring to release the
brakes. This form of brake was superseded by the
plain automatic air brake. See Automatic Air
Brake.

Strainer. See Brake Pipe Air Strainer, Reducing
Valve Strainer, Signal Pipe Strainer, Branch Pipe
Strainer. For a combination of a strainer and nipple
used in car heating see Figs. 1970 and 1971. See also
cross pipe fitted with strainer, Fig. 2090 ; it prevents
sediment, etc., from passing out of the train pipe into
the heating apparatus.

(Triple Valve). 16, Fig. 1273, 1274; 32, Fig. 127S.

Strap. Fig. 489. A terra commonly applied to long,
narrow pieces of wrought iron used to bind members
of a structure together.

Strap Bolt or Lug Bolt. A round bolt with a flat bar
of iron welded to it, and usually with a hook on the
end which serves the purpose of a head. The flat bar
has holes in it, by which It is attached to a piece of
timber or other object by one or more separate bolts
or screws.

Strap Brake (Hoisting Gear). A method of controlling
the spools by an iron strap which is pressed down
upon the spool.

Strap Hinge. A door hinge, the two parts of which
are made longer than those of a butt hinge, and of
a triangular shape.

Strap Washer or Washer Plate. A wrought iron strap
which takes the heads of several bolts.

Strike Plate. The keeper for a beveled latch bolt
against wdiich it strikes, so as to snap shut auto-
matically.

Striker Arm. A Seat Arm. The terms striker arm,
seat back arm and seat arm are commonly used.

Striker Plate. See Strike Plate.

Striking Casting. See Striking Plate.

• Striking Plate. 11, Fig. 297; 29, Fig. 383; Figs. 491,

527, 528, 666-668, 676. A metal piate placed on the

end sills of freight cars and against which the horn of

the coupler strikes, preventing damage to the end sill.

String Board (Passenger Car Steps). A vertical board
which supports the ends of the steps. A step hanger.

Stringer. 3, Fig. 342. A term sometimes applied to a
floor nailing strip or a steel member which acts as a
support for a nailing strip. A longitudinal floor

stringer sometimes occupies a position similar to that
of an intermediate sill but is not designed to perform
its duties. See Nailing Strip.

Stringer Support. See Floor Beam.

Strut (of a Truss). A member subjected to a strain of
compression. A vertical strut is usually called a post.

Stud. 60 and 60e, Figs. 423-425. A comparatively short
vertical wooden post in the side or end framing,
usually to act as a brace or support for some other
member of the frame. Also used as a nailing strip or
furring. See Nailing Strip and Furring.

A headless bolt, threaded on both ends. A standing
bolt, pin, boss or protuberance designed to hold an
attached object in place, especially one formed of a
headless bolt permanently screwed into a tapped hole
in a castin,g or forging so as to become a part thereof.

Stud Valve (Acetylene Lighting). Fig. 2239.

Sub-Carline (Refrigerator Car). O, Figs. 374, 375. A
strip of wood under the main carline, supporting the
sub-roof. See Carline.

Sub-Floor (Refrigerator Car). H, Figs. 374, 375.
A layer of flooring boards under the main floor, and
usually separated from it by an air space and hair
felt or some form of special insulation.

Sub-Roof (Refrigerator Car). M, Figs. 374, 375, The
inside layer of boards of the roof proper, supported
on sub-carlines.

Sub-Sill. 26a, Figs. 285-288, 374, 375; Fig. 455. A
sill or timber bolted under another sil-l to reinforce it.
See Buffing Sub-Sill.

Suburban Car. Figs. 154, 157, 189, 191, 194, 237, 409,
422. A passenger car for use on short runs, partic-
ularly between large cities and their suburbs. See
Passenger Car and Car, M. C. B. Classes PA and E.

Subway Car. Figs. 192, 419, 421. An electric motor car
for use in subways in large cities.

Sugar Cane Car. Fig. 76. A flat car specially ar-
ranged for carrying sugar cane.

Supply Pipe. (Air Compressor). A pipe sometimes
connected to the air inlet of an air compressor by
means of which the air supply is drawn from a point
away from the compressor.

(Lavatory Fittings.) Pipes which carry hot or
cold water to the basin faucets.

Supply Valve (Steam Heating). A valve for regulating
the supply of steam in the radiator pipes of a car.

Suspension. The method of supporting- a railway
motor. Except in the case of gearless motors, the
suspension is designed to put as little dead weight
as possible on the axle.

Figs. 2270, 2283, 2287-89; 2293, 2296; 2302; 2323.
2324. The iron work and fittings which are at-
tached to a truck for supporting or suspending the
axle generator and which include the belt tightening
and alining devices. The generator is almost in-
variably carried outside the truck frame, the four
most-used systems of suspension being the bottom
pivoted, top pivoted, parallel link and shding. The
parallel link is most used.

Sweeping Car or Sweeper. A car with rotary brooms
for sweeping snow from a railroad track. The brooms
are attached to a horizontal shaft which is con-
nected Ijy suitable gearing with the axles, and the
brooms are thus made to revolve. Used on electric
roads.

Swing Back Car Seat. A car seat the back of which
swings over the cushion, without reversing, top-to-

155

SWI

CAR BUILDERS' DICTIONARY

TAB

bottom. It requires that both sides of the seat back
be upholstered so that either side may be used. Such
a seat back requires but one head roll.

Swing Bolster. A truck bolster (so called in distinction
from a rigid bolster) which bears on springs that
are supported by a transverse timber called a spring
plank, which is suspended by hangers or links so that
it can swing laterally in relation to the truck. As
the springs rest on this plank and they support the
bolster, the latter can swing with the spring plank.
The object of providing this swinging motion to the
bolster is to prevent, as much as possible, lateral
blows and shocks from being communicated to the
car body, and, vice versa, to prevent the momentum
of the car body from acting with its full force on
the truck frame and wheel flanges.

Swing Bolster Spring. See Lateral Motion Spring.

Swing Cables (Steam Shovel). The ware ropes pass-
ing around the swinging circle and carried back to
the swing gear and drum.

Swing Engine (Steam Shovel). The engine geared to
the swing drum and used to revolve the swinging
circle.

Swing Figurehead (Steam Shovel). The fixed pulley
or sheave about which one of the swing cables is
passed to be lead back to the swing gear and drum.

Swing Gear (Steam Shovel). The gear and drum
about which the swing cables are wound and which
controls the movement of the swinging circle.

Swing Hanger. 46, Figs. 94S, 947, 966; Figs. 977. Bars
or links, attached at their upper ends to the tran-
soms or some other rigid member of a swing motion
truck, and carrying the spring plank at their lower
ends. Various forms are (1) solid bars with an eye
at each end; (2) swing link hangers, made like a long
link of a chain; (3) those made with a fork or
clevis at one end and an eye at the other, and used
commonly on passenger equipment trucks; and (4)
those made with a very short link attached to an
eye bolt passing through the transom. Also called
bolster hanger. See Eye Bolt Link Hanger.

Swing Hanger Carrier. Figs. 974, 976. A bearing for
the upper swing hanger pin.

Swing Hanger Friction Block. A casting or bearing
of considerable diameter, on which the upper end
of a swing hanger rests.

Swing Hanger Friction Washer (Lower and Upper).
A cast iron chafing block serving no other purpose
than to take the wear. It is only occasionally used.
A friction block is almost synonymous, but is usually
a larger casting.

Swing Hanger Pin or Axle (Lower and Upper). 47-48,
Figs. 945, 947, 966; Fig. 977. An iron bar by which a
swing hanger on a car truck is suspended, or
which supports a spring plank. The lower swing
hanger pivot is sometimes called a cross bar or man-
drel pin or axle. The upper one is carried in a
swing hanger pin bearing attached to the transom.

Swing Hanger Pin Bearing. 49, Figs. 947, 966; Fig.
976. A casting acting as a bearing for a swing
hanger pin.

Swing Hanger Shaft. See Swing Hanger Pin.

Swing Joint. See Flexible Metallic Joint.

Swing Link. See Swing Hanger.

Swing Link Hanger. A Swing Hanger made in the
form of an open link.

Swing Motion. A term applied to an arrangement of
hangers and other supports for the springs and
truck bolster which enables a car body to swing
laterally on the truck. See Swing Bolster, Swing

Hanger.

Swing Motion Truck. Figs. 925, 926, 937, 938, 946-9S4,
957-966, 969-"973. A truck with a bolster and spring
plank suspended on swing hangers so that they can
swing laterally in relation to the truck frame. Also
called swing bolster truck in distinction from a rigid
bolster truck.

Swing Spring Plank. A transverse timber underneath
the bolster of a four-wheeled truck, or the spring beam
of a six-wheeled truck, on which the bolster springs
rest. A swing spring plank differs from an ordinary
spring plank in being supported by hangers or links.
See Spring Plank.

Swinging Circle or Mast Wheel (Steam Shovel). A
large wheel at the foot of the mast or boom about
which is wound a chain for revolving the boom.

Swinging Platform (Pile Driver). A platform carry-
ing the entire pile driving gear in such manner that
it can be swung about at right angles to the car so as
to project for a considerable distance on either side.
It swings upon a center plate, and its movements are
controlled by the Slewing Gear.

Switch. See Line Switch, Electro-Pneumatic Com-
pressor Switch.

Switch Group (Motor Cars). Fig. 2532. A combina-
tion of two or more unit-switches or contactors
mounted in a suitable frame and protected by a re-
movable cover.

Switch Box Support. Fig. 497. A bracket for securing
an electric lighting switch to the underframe or car
body.

Switch, Regulating. See Electric Heater.

Swivel (of a Chain). A twisting link, consisting of a
headed pin, entering an eye or ring in an adjacent
link. The object is to avoid kinking. Hence the
term is applied to many forms of equivalent devices,
consisting essentially of a ring surrounding a headed
bolt in such manner as to permit rotation.

T

T or Tee (Pipe Fittings). Figs. 1304, 1946. A T-shaped
tube for uniting one pipe at right angles to two others
in the same line. The pipes are screwed into the
arms of the T. A Reducing Tee, which see, has the
arms of different diameters.

T-Hinge. Fig. 1833. A door hinge, one part of which
is made like a strap hinge, and the other like a butt
hinge, so that the shape of the whole resembles a
letter T.

Table. 27, Figs. 1458, 1459. A removable board at-
tached to the side of the car by inserting a table hook
fixed to the table into a table hook plate fixed to the
side of the car. The outer end of the table is sup-
ported by a table leg, which is sometimes vertical and
sometimes slanting and which folds back against the
table when not in use. The tables of dining cars are
generally permanently fastened to the floor and sides
of the car. A drop table is sometimes used in the
kitchens of dining cars. See Distributing Table.

Table Fastener. A latch by which a folding table is
fastened up out of the way.

Table Hinge. A hinge for a folding table.

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CAR BUILDERS' DICTIONARY

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Table Holder. Fig. 1S05. A special form of table

hook. See Table.
Table Hook. 45, Figs. 14S8, 14S9; Fig. 1475. See

Table.
Table Leg Hook. Fig. 1505. A metal hook which is

attached to a slanting table leg. It engages in a plate

attached to the side of the car.
Tail Coupling (Alcove Faucet). Fig. 1593.
Tail Gate. Figs. 578, 581.
Tail Lamp or Tail Light. Figs, 1894, 1895, 1901, 1902,

1909, 1910, 1912. A signal used to indicate the rear

of a train, and carried on a bracket or socket at the

side of the car in order to be visible from the engine.

Two are used, one on each side of the train, on the

rear of the rear car.
Tail Lamp Socket. See Signal Lamp Socket.
Tandem Spring Draft Gear. Figs. 690, 697, 698. A

draft gear in which the springs are arranged in

tandem.

Tank. (Passenger Cars.) A water tank for the wash
room.

(Gas Lighting Apparatus.) More properly Re-
ceiver or Holder.

(Tank Car.) 106a, Fig. 355. The body of a tank
car. Usually a metal cylinder, but also made of wood
and rectangular. Glass lined tanks are also in use for
carrying mineral water and Uquids which would attack
metal.

Tank Band. An iron strap which passes around the
tank of a tank car to hold it in place on the under-
frame.

Tank Car. Figs. 82-89, 349-355. A car the body of
which consists of a tank for carrying liquids, such as

■ oil, molasses, vinegar, etc. See Car, M. C. B. Class T.
Tank Cars, Specifications for (M. C. B. Standard).

In 1903 a report was submitted embodying certain specifi-
cations for the repairs of old equipment and the construc-
tion of new equipment. These specifications were submit-
ted to letter ballot and adopted as a Recommended
Practice.

In 1906 these specifications were modified; also, in 1S07.
In 1908 a further revision was made. In 1910 they were
advanced to Standard.

In 1912 the specifications were rearranged and enlarged
to include ordinary tank cars, old tank cars having wooden
underframes, special tank cars for liquefied petroleum gas
(casing-head naphtha) and special tank cars for liquid
chlorine gas.

The modified specifications are as follows :

SPECIFICATION FOR TANK CARS.

DEFINITIONS.

Tank Car. Any car to which one or more tanks, used
for carrying liquids or compressed gases, are permanently
attached.

Tank cars shall be divided into two classes : Ordinary
and special.

Ordinary Tank Car. One used for the transportation of
products, the vapor pressure of which, at a temperature of
1(K)° F., does not exceed 10 pounds per square inch.

Special Tank Car. One used for the transportation of
products, the vapor pressure of which, at a temperature
of 100° F., may exceed 10 pounds per square inch.

general REQUIREMENTS.

(a) Tank cars offered for movement over the lines of
a railroad must conform to the following specification.

(b) Tanks which bear evidence of damage by fire must
be withdrawn from transportation service.

SPECIFICATIONS FOR 0RDIN.'\RY TANK CARS, OTHER THAN
WOODEN UNDERFRAME CARS.

1. No tank cars built hereafter shall be accepted for
transportation unless equipped with steel underframing or
with reinforced shell.

The design and construction of the car throughout must
be at least as strong as the following detailed specifications.

2, Steel or iron tanks constructed subsequent to 1903
must be designed for a bursting pressure of not less than
240 pounds per square inch,

3, Riveted Tank Seams. — When riveted, all longitudinal
and head seams must be double-riveted. Where head
blocks are not used, head seams need not be double-riveted.

4. Dome Heads and Covers. — Dome heads and covers
must be made of either cast or pressed steel, or of malle-
able iron.

The joint of the dome cap must be made tight against
vapor pressure, and when necessary to insure this a satis-
factory gasket must be used,

5. Test. — Tanks must be carefully inspected and tested
with cold-water pressure at least once in ten years.

The test for tanks built prior to 1903 shall be at 40
pounds per square inch, and for tanks built since that date
at 60 pounds per square inch, cold-water pressure, which
they must stand without leak or evidence of distress.

This inspection and test must be made by the tank-car
owners.

Tanks when tested must be stenciled with date and place
where test was made, and by whom, as follows :

Tested (date)

Pressure (pounds per square inch)

At (place)

By (name of firm)

6, Safety I'alves. — By January 1, 1914, all tanks carry-
ing products that give off volatile inflammable vapors at

STAND,\ED 5-INCH SAFETY VALVE,

or below a temperature of 80° F,, and having a vapor pres-
sure of 10 pounds per square inch at a temperature of
100° F,, shall be equipped with 5-inch safety valves of ap-
proved design, and these valves shall be set to open at
a pressure of 12 pounds per square inch.

Provided, that where the lading is such as not to give
off inflammable vapors (as determined by flash point from

157

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CAR BUILDERS' DICTIONARY

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Tagliabue's open-cup tester as used for test of burning
oils) at a temperature below 80° F., the setting of the 8-
pound valves to 12 pounds may be deferred to such time
as the valves require removal.

All required pressures for safety valves are subject to a
tolerance of 1 pound above or below that specified.

One valve shall be provided for a capacity of 6,500 gal-
lons or less, and two valves for a capacity of more than
6,500 gallons.

Where tanks carrying such products are divided into
compartments, each compartment must be provided with
a safety valve.

7. Test of Safety Valves. — All safety valves must be
tested and adjusted, if necessary, by January 1, 1914, and
at intervals of not over two years thereafter, and the date
of the last test and pressure at which valve is set shall
be plainly stenciled on the body of the valve, as follows:

Tested (date)

Pressure (pounds per square inch)

At (place)

By (name of firm)

The test may be made without the removal of the valve

provided with S-inch safety valves, but each tank must
have a small open vent or valve, equal to not less than
2 inches in diameter.

If, for any reason, splashing of the liquid or contamina-
tion by moisture is to be avoided, a 2-inch vent with

ALTERN.VTIVE 5-IXCn S.\FET'i" V--\LVE.

from the car, provided the \-alve unseats at a total-pressure
corresponding with the area of the scat multiplied by the
required pressure.

Valves improperly set, or not tested and stenciled at
proper intervals, shall constitute defects for which owner
shall be responsible.

8. Five-inch Safely Fenls ivith Lead. Disks. — Tank cars
carrying volatile non-inflammable products whose vapor
pressure at a temperature of 100° F. does not exceed 10
pounds per square inch, may be provided with vents de-
pending on frangible lead disks for safety, which vents
shall be of approved design, as shown by the illustration,
or the disks to be of a thickness that shall insure rupture
at a pressure not higher than 25 pounds per square inch.

9. Tiuo-ineh Vent Hole or Small Valve. — Tank cars
carrying non-inflammable or non-volatile material, such
as sulphuric acid, vinegar, linseed oil, cottonseed oil, lard,
oil, fish oil, tannery products, glucose, molasses, calcium
chloride, caustic soda, silicate of soda, etc., need not be

FACES MARKED 'd" AND THREADS

MUST 8E TURNED AT THE SAME SETTING

TO INSURE UNIFORM CLAMPING OF LEAD OlS^

2" FRANGIBLE LEAD DISK VENT

frangible lead disk, of a thickness which will insure rup-
ture at a pressure not higher than 20 pounds, should be
used in place of the 2-inch open vent.
10. Center Sills. — The center-sill construction of the

FIVE-INCH SAFETY VENT WITH LEAD DISK.

underframe between bolsters must have an effective cross-
sectioned area of at least 30 square inches, and distributed
as shown in the illustration.

11. Bolsters, Draft Gf?ar.— Each car must be equippefi
with steel body and truck bolsters, steel couplers and a

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CAR BUILDERS' DICTIONARY

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For tanks of 8,500
gallons capacity or
over.

For tanks of less than'
8,500 gallons ca-
pacity.

For tanks of 8,500
gallons capacity or
over.

For tanks of less than
8,500 gallons ca-
pacity.

draft gear of approved design, having a capacity of at
least 60,000 pounds.

12. Longitudinal Anchorage. — Particular attention must
be given to the longitudinal anchorage of the tanks, which
must be thoroughly substantial, to prevent injurious end-
shifting. The preferable method of securing tank against
end-shifting is by anchoring the tank to the underframe
at or between bolsters, rather than by means of head
blocks, inasmuch as the latter method results in damage
to underframe forward of body bolster.

MINIMUM REQUIREMENTS FOR LONGITUDINAL ANCHORAGE OF
TANK TO UNDERFRAME.

Tank connection :
Shearing area of rivets, 25 square

inches

Bearing area of rivets, 20 square

inches

Shearing area of rivets, 18 square '

inches

Bearing area of rivets, 14 square

inches

Frame connection :
Shearing area of rivets, IZyi

square inches

Bearing area of rivets, 10 square

inches

Shearing area of rivets, 9 square

inches

Bearing area of rivets, 7 square

inches

13. Dome Yokes, Tank Straps, Etc. — Tanks must be
secured from turning on the underframcs either by means
of an anchorage or by dome yokes, and must also be se-
cured to underframe by means of tank straps, two for
tanks not more than 76 inches in diameter, and four for
tanks of greater diameter, or their equivalent.

The sectional area of dome yokes and tank bands must
at no place be less than ^ of a square inch, or 1-inch
round iron upset to IJ^ inch at threaded end.

Cars having no underframe, with tank securely riveted
to body bolsters, do not require dome yokes or tank bands.

Explanation: A threaded end, Ij^ inch in diameter or
more, with a body consisting of a flat band 2 by f^ inch, or
equivalent section, or round iron 1 inch in diameter, will
be accepted as meeting the requirements.

The dome yoke proper which passes around the dome
may be a rod J4 inch in diameter, or its equivalent, to
which is secured the strap or rod which is fastened to the
underframe. The sectional area of dome-yoke strap must
be the same as required for tank straps.

Where tanks are equipped with a greater number of
tank bands than called for, the total sectional area of all
bands will be considered as meeting the requirements, if
they equal the total sectional area of the rods specified.

14. Tank l-'alve E.rtension Clearance. — Steel underframe
tank cars in which tlie tank is secured from end-shifting
by means of head blocks, must have a longitudinal clear-
ance for tank valve extension of not less than 2J-2 inches
on each side of valve.

15. Discharge Valve. — Preferably the top of the dis-
charge-valve handle should be within the tank, but in the
€vent that it is carried through the dome, precaution must
be taken by packing and cap nut against leakage.

16. Cars mithout Underfranies. — If the car has no
underframe the tank shell at bottom must be at least Yf, of
an inch thick, and all circumferential seams in bottom
sheet, except head seams, must be double-riveted. The

sectional area of the additional metal in bottom of tank
shell must be at least 20 square inches.

17. Brakes. — Each car must be equipped with air brakes
of a capacity equal to not less than 70 per cent, of the light
weight of car, and at least one hand brake operating the
brakes on both trucks.

18. Push-pole Pockets. — There shall be a push-pole
pocket at every corner of the car. Where, from the con-
struction of the car, the push-pole pockets cannot well be
placed on the body, they must be applied to the trucks, so
placed above the journal boxes that the push-pole will
push toward the center of the truck.

19. Trucks. — Each truck must have a strength equal to
or greater than the strength of the axles used.

20. All tank cars at home on a railroad must be in-
spected by inspectors in the employ of that railroad com-
pany, and when such tank cars meet the requirements

LEGEKD TO SHOW CI IMl'Ll ANCE WITH M. C. B. SPECIFICATION.

herein set forth, the legend, as illustrated, must be sten-
ciled on each tank head, with the initials of the railroad
company making such inspection and the date the inspec-
tion is made.

If forei.E;n tank cars and individual tank cars at home on
foreign lines, stenciled with the legend "M. C. B. Construc-
tion" by a foreign road, are ofl"'ered for movement over
another railroad, and some of the details do not conform
to the requirements of the tank-car specification, a report
of same should be made through the proper officers to the
oflicial in charge of equipment, and the car allowed to pro-
ceed until further notice.

SPECIFICATION FOR OLD TANK CARS HAVING WOODEN
UNDERFRy\MES.

1. Tank cars liaving wnorlen underframes, of railroad
or individual ownership, will be required to conform to the
requirements of the "Specification for Ordinary Tank
Cars," relating to test of tanks, safety valves, test of safety
valves, 5-inch safety vents witli lead disks, 2-inch vent hole
or small valve witli lead disk, dome yokes, tank straps, etc.,
brakes, pushpole pockets, trucks, axles, and inspection for
compliance with M. C. E. specification, and, in addition,
must lie as strong as the construction covered by the fol-
lowing detailed specifications:

2. Dome Heads and Covers. — AVhere tank cars are
fitted witli cast-iron dome heads and covers not sufficiently
strong to stand the necessary 40 pounds hydraulic test,

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CAR BUILDERS' DICTIONARY

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they must be replaced by others of cast or pressed steel, or
of malleable iron.

3. Tank Heads.— Tank heads less than 7/16 of an inch
thick, bearing evidence of damage from impact with head
blocks, should be reinforced at bottom by means of steel
plate shoes i/s inch thick, riveted to head and shell.

4. Center Sills. — If cars are not equipped with inter-
mediate sills, the underframes must have two center sills,
each not less than S inches wide by 10 inches deep, or the
equivalent in strength. If the car is equipped with inter-
mediate sills, the center sills must not be less than 5 inches
wide by 9 inches deep, or the equivalent in strength.
Center sills must not be spaced more than 18 inches apart.

5. Center Sill Filling Timber. — Where draft timbers
are underneath the center sills, the space between the
center sills must be filled in with timbers not less in depth
than center sills, extending from end sill to the center of
nearest cross-bearer or cross timber, provided the latter

inches thick. The total strength of the end sill and buffer
block must be equal to the strength of the construction
specified.

7. Draft Timbers. — Draft timbers secured to inside of
center sills and extending to cross-bearer or cross-timber
will be accepted as a substitute for filling timbers referred
to above. Where center sills are 9 inches wide by 10 inches
deep, or over, and draft timbers are placed between same,
they need not extend farther back than body bolster, pro-
vided they are adequately secured to center sills by means
of seven J^-inch bolts or their equivalent, and butt against
body bolster. Draft timbers located underneath the center
sills must not be less than 4 inches wide by 8 inches deep,
and each draft timber must be held to center sills, end sills
and buffer blocks by means of seven or more %-inch bolts
or six 1-inch bolts. Where an arrangement for supporting
draft timbers is substituted for one or more bolts and the
construction is of equal strength, the same will be accept-

41 Xlit^LlIjlX!! tSiX S*\

'^~~ — ijjy At^"^^T|jr

JL i i Ha:
~Y~ ilj illTJ,

MINIMUM REQUIREMENTS FOR WOODEN UNDERFRAME TANK CARS.

is located not less than 4 feet 6 inches from center of
bolster. On cars where the draft arrangement is between
center sills, the filler timber must be extended to the cross-
tie timber when the cars go to shop for repairs to center
sills. Center sills and filling timbers must be securely
bolted together by means of -J^-inch bolts. On cars having
center or intermediate sills not less than 10 inches wide by
10 inches deep, which may be made up of two S by 10-inch
sills bolted together, the filling timbers may be omitted.

6. End Sills. — End sills not reinforced by bufi^er blocks
must not be less than 9 inches wide by 10 inches deep.
End sills 6 inches wide by 12 inches deep, reinforced with
buffer blocks not less than 6 inches wide by 10 inches deep
and of sufficient length to overlap center sills, will be ac-
ceptable as a substitute for 9 by 10 inch end sills.

On existing cars, if buffer blocks are used for the pur-
pose of reinforcing end sills which do not come within
the specified requirements, the buffer blocks in no case
must be less than 4 inches thick nor end sills less than 6

able. Draft timbers extending beyond bolster must be
secured to center sills by additional holts.

8. Draft Gear. — The draft gear and draft attachments
must be at least as strong as the design shown in the illus-
tration.

Cars should be provided with draft-gear stops 'gained
into draft timbers or heeled on end sills, filler timber or
body bolster, and secured with five 34-inch bolts; but cars
having stops gained into draft timbers or heeled on end
sills, filler timber or body bolster, secured with three
M-inch bolts, may be continued in service until such time
as they go to shop for repairs, when five bolt stops must be
provided.

In all cases, tail yokes or attachments of equal strength
must be used. Tail bolts, tail straps, or American con-
tinuous draft gear, will not be accepted.

9. Head Blocks. — Head blocks must not be less than
10 inches wide unless reinforced by metal plates, and of
sufficient depth to extend at least 6 inches above bottom of

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tank, and may be made of two pieces bolted together and
bolted to underframe by means of not less than four
%-inch vertical bolts. They must be cut out to suit curve
of tank. The ends of each head block should preferably
be tied to corresponding end of head block at the other
end of car by means of rods not less than 1 inch in diam-
eter, with li/^-inch threaded ends, and each head block
supported at center by means of a substantial casting se-
curely bolted to end and center sills. Where the con-
struction of the car does not permit of this fastening, the
following may be substituted :

The ends of each head block tied to corresponding end
of head block at the other end of car by rods not less than
1 inch in diameter, with 1%-inch threaded ends, and each
head block secured by two stay rods T inch in diameter
anchored to center sills ;

Or, head block supported at center by means of a sub-
stantial casting securely bolted to end and center sihs and
two 1-inch rods passing diagonally through head block
toward bolster and secured to underframe.

Or, head block secured by two stay rods l^yi inch in
diameter, anchored to center sills ;

Or, head block secured by two stay rods 1 inch in
diameter, anchored to center sills, and two 1-inch rods
passing diagonally through head block toward bolster
and secured to underframe ;

Or, head block secured by two stay rods 1 inch in diam-
eter, anchored to center sills, and two straps not less
than .14 inch thick and 3 inches wide, passing over head
blocks and securely fastened to underframe.

SPECIFICATION FOR SPECIAL TANK CAR FOR
CARRYING VOLATILE INFLAMMABLE PROD-
UCTS WITH A VAPOR TENSION OF OVER TEN
POUNDS PER SQUARE INCH AT A TEMPERA-
TURE OF 100° F.

1. Tanks. — For these cars the tanks may be either
welded or riveted ; with or without steel underframes. The
welded tank is preferred on account of tightness.

Where riveted tanks are used, all longitudinal and head
seams must be double-riveted.

Heads must be not less than yi inch thick; and if head
blocks are used, heads must not be less than 5^ inch thick.

2. Domes. — Domes of steel plate, preferably drawn
without vertical seams, riveted or welded to the shell
proper.

Dome must have a capacity to provide for an expansion
of Syi per cent of the contents of the tank, measuring from
the inside top of shell to the top of the dome.

Cover for dome may be secured either by screw joint,
by bolting, or by yoke with center screw. Lid must be
provided with suitable gasket to insure tightness against
the escape of gas under pressure.

3. Safety Valves. — The safety valves to be of the same
pattern as those used for other inflammable products, set
to blow at a pressure of 20 pounds gage pressure, with a
tolerance of 1 pound above or below that pressure.

4. Test of Safety Vak-cs.~The safety valves must be
tested and adjusted, if necessary, at intervals of not over
SIX months, and the pressure and date of the last test shall
be plainly stenciled on the body of the valve, as follows :

Tested (date)

Pressure ("pounds per square inch)

At (place)

By (name)

The test may be made without the removal of the valve
from the car, provided the valve unseats at a total pressure
corresponding with the area of the seat multiplied by 20
pounds.

161

Valves improperly set, or not tested at proper intervals
and stenciled, shall constitute defects for which owner shall
be responsible.

5. Lagging of Tank. — The barrel, ends and dome to be
lagged with a thickness of 2 inches of 85 per cent carbonate
of magnesia, or its equivalent, covered with sheet-iron
jacket 'yi inch thick. Tank before lagging to be well
painted. The sheets of the jacket to be lapped so as to
shed rain and maintain the dryness of the lagging.

6. Test of Tank. — Tank to be tested before being put
into service and once every two years thereafter with a
cold-water pressure of 100 pounds per scjuare inch, which
it must stand without leakage or evidence of distress. This
test to be made by tank-car owner, and car stenciled with
pressure, date and place where test was made, and by
wdiom, as follows :

Tested ( date)

Pressure (pounds per square inch)

At (place)

By (name)

7. Discharge valves, if used, must be so arranged that
the valve shall not project below the bottom of the shell,
and the connection pipe must be so arranged that its break-
age will not unseat the valve. An alternative arrangement,
by which the valve is placed on top of the car and the con-
tents of the car discharged by air, will be accepted.

8. Stenciling. — In some convenient location on either
the sides or the ends of the car shall be stenciled the words :
"For Liquefied Petroleum Gas."

On the side of the dome shall be stenciled : "Caution :
Liquefied Petroleum Gas (Casing Head Naphtha) : Before
removing manhole cover, safety valve must be lifted and
held open until the internal pressure, if any, is relieved."

9. All other requirements for these special tank cars to
be the same as those for "Ordinary Tank Cars."

10. The designs for these "Special Tank Cars" to be
submitted to the Master Car Builders' Association for
approval.

SPECIFICATION FOR SPECIAL TANK CAR FOR
TRANSPORTATION OF LIQUEFIED CHLORINE
GAS.

1. Liquefied chlorine gas may be shipped in a lagged
tank car of approved design, which shall be tested before
being put into service with a cold-water pressure of 300
pounds per square inch, and stenciled in accordance with
the requirement in this respect of the specification for ordi-
nary tank cars.

2. Car shall be provided with an approved design of
small safety valve and fusible seal, which must be so lo-
cated that in case the car became involved in a fire the
seal would be ex'posed.

3. The designs for these "Special Tank Cars" to be
submitted to tlie Master Car Builders' Association for
approval.

Tank Dome. 108, Fig. 355. A vertical cylinder at-
ti'chcd to the top of a tank on a tank car. It permits
of the application of a manhole cover which need not
be air tight, and also permits the tank proper to be
Idled full, which would be impossible if there were no
dome.

Tank Head. 106, Fig. 355. The circular end sheet of
a cylindrical tank.

Tank Head Block. E, Fig. 355. A block securely
bolted to the underframe transverse to the sills at
either end of the tank, to prevent any longitudinal
motion of the tank with respect to the car. The block
is shaped to fit the end of the tank. See Filler Block
and T.ANK Car, Specifications for.

TAN

CAR BUILDERS' DICTIONARY

TIM

Tank Nozzle. A short pipe used to empty the tank.
It is usually cast in one piece with the Tank Valve.

Tank Saddle. C, Fig. 355. The bearing which sup-
ports the tank. In some tank cars the saddle is the
body bolster.

Tank Slabbing. Longitudinal strips or filling pieces
between the tank and the saddle of a tank car.

Tank Step (Tank Car). A metal shelf or bracket fast-
ened to the tank to facilitate access to the top of the
dome.

Tank Valve (Tank Car). 114, Fig. 355. A valve at-
tached to the bottom of the tank to draw off the con-
tents.

i (Water Cooler.) A valve used with water tanks

which extend to the roof, and sometimes with other
smaller fixed tanks, for enabling them to be com-
pletely drained when desired. Also called water cooler
valve.

Tank Valve Rod. 117, Fig. 355. An iron rod for open-
ing and closing a tank valve, usually extending from
the valve to the top of the dome.

Tank Valve Rod Bracket. 117c, Fig. 355. An iron
brace in the tank having a threaded hole or bushing
through which the tank valve rod screw passes.

Tank Valve Rod Screw. 117a, Fig. 355. The screw
on the upper end of a tank valve rod which passes
through the tank valve rod bracket and causes the
valve to open or close when the rod is turned.

Taper Charge Vibrator or Relay (Electric Lighting).
An automatic and sensitive electrical device similar in
construction to the battery voltage relay. It acts as an
auxiliary regulator in connection with the generator
regulator to taper the charging current of the generator
after the voltage of the battery has reached a prede-
termined value, indicating that the latter is fully
charged. Its action on the regulation differs from that
of the battery voltage relay in that instead of abruptly
cutting off the charging current it tapers the same,
causing the charging current to decrease gradually to
zero. The taper charge vibrator or relay gradually
assumes control of the apparatus and finally regulates
the axle generator as a constant potential machine.

Telegraph Blank Rack. Fig. 1876.

Telegraph Cock or Faucet. Fig. 1601. A self-closing
cock, the lex'cr of which resembles the key of a tele-
graph instrument. See Lever Faucet. When the
water enters the cock horizontally they are called hori-
zontal telegraph cocks. When it enters vertically they
are called vertical telegraph cocks. See Faucet.

Temperature Regulator. Figs. 1932-6, 1949, 1964, 1977.
A device for automatically controlling the supply of
steam to maintain any desired temperature in the car.

Temporary Safety Chains. See Safety Ch.mns for
Stefx -AND Wooden Freight Cars.

Tenon. The projecting end of a piece of timber fitted
for insertion into a mortise by cutting away a por-
tion on one or more sides. Sometimes the tenon
is made cylindrical. Tenons are secured in their mor-
tises by pins or by giving them a dove tail.

Tension Bar. Any bar subjected to a tensile stress,
as the top cover plate of a body bolster.

Terminal. Fig. 2367. The part of a storage battery
plate to which the wires are connected.

Terms and Gaging Points for Wheels and Track. See
Wfieels and Track, Terms .and Gaging Points for.

Testing Air Brakes. See Air Brakes, Cleaning and
Testing of.

Texoderm. An artificial leather used for curtains and
upholstering. It is made by coating a cloth fabric
with a compound which gives it the appea'Tance of
leather.

Thermo Jet (Car Heating). Figs. 2025-2028. A di-
rect steam heating system which maintains the car
temperature constant by means of an injector with
steam supply valve controlled by the expansion or
contraction of a part of the radiating pipes, the steam
supply valve being set to a position indicating the
temperature of radiation desired.

Thermometer. See Fig. 2107 for a recording ther-
mometer used in passenger train cars.

Thermometer, Electric. Fig. 1936. Used in connection
with the regulation of steam heat in passenger train
cars.

Thermostatic Steam Trap (Car Heating). A device
to regulate the escape of steam in proportion to the
condensation that has taken place.

Thimble. A bushing. A sleeve or tube through which
a bolt passes. A filler. See Body Bolster Thimble.

Third Rail Shoe or Collector. Figs. 2556, 2568, 2559,
2576, 2577. A metallic sliding contact, usually of cast
iron, mounted on the car truck, and insulated there-
from, for collecting current from an insulated third
rail located alongside the running rails. Positive con-
tact between shoe and rail is maintained by gravity
or by a stiff spring.

Thread. See Screw Thread.

Three-Pipe Manifold. A pipe fitting forming a return
bend for three pipes instead of two.

Three-Stem Equipment. Fig. 551. An improved form
of the original Janney draft gear for passenger equip-
ment cars. The coupler head is connected to the
center stem and the two side stems and its movement
to either side of the center line of the car is resisted
by the side stem springs. The center stem is backed
by the draft spring proper which is held in a pocket
between the sills and which absorbs most of the
shocks. The buffer plate is backed by two buffer
stem springs which aid in absorbing buffing shocks.

Threshold or Threshold Plate. (Passenger Equipment
Cars. ) Fig. 496. A plate placed across the bottom
of a door opening. See Door Sill.

(Vestibule.) The plate which covers the buffer
plate and connects it with the platform.

Throat (of a Car Wheel). The interior angle of a
flange where it joins the tread of the wheel.

Throat Piece (Snow Plow Framing). The curved ribs
connecting the inclined plane of the plow with the
deck. Being curved they give a projection to the deck,
which lessens the tendency of the snow to ride over
the top of the plow.

Thumb Piece. .\ general term applied to many forms
of lugs or projections for moving springs, catches, or
other movable mechanical parts.

Thumb Screw. A screw with two projecting flat sided
flanges adapted to be turned with the finger and
thumb.

Tie. A beam or rod which secures parts together and

is subjected to a tensile strain.
Tie Bar. A bar or rod which acts as a tie.

Tie Timber. See Cross Tie Timber.

Timber Key. See Sill Timber Key.

Timber Pocket. Fig. 488. An iron casting used as a
seat or pocket at the junction of timbers in wooden

1f^9

TIP

CAR BUILDERS' DICTIONARY

TRA

car framing. It avoids the necessity of dovetailing or
mortising the timbers together. See Post Pocket.

Tip Car. A car from which the load is discharged by
tipping the car body. See also Dump Car.

Tire. A heavy hoop or band of iron or (usually) steel
forming the ring or periphery of a wheel to impart
strength to it and to resist wear. See Tire Fasten-
ing.

Tire Bolt. A bolt for holding a tire on a wheel center.
When retaining rings are used the bolts pass through
the rings and hold them and the center and tire
together.

Tire Fastening. Figs. 1115, etc., show the principal
methods of fastening tires to car wheels. See Wheels.

Tire Fastening for Steel Tired Wheels. See Wheels,
Steel-Tired, Tire Fastening for.

Tires, Minimum Thickness for Steel (M. C. B. Recom-
mended Practice). Fig. 2751. In 1894 a Recom-
mended Practice was adopted for Minimum Thickness
for Steel Tires of Car Wheels, to be 1 inch, to be
measured normal to the tread and radial to the curved
portions of the flange through the thinnest part within
4J4 inches from the back of the flange ; the thickness
from the latter point to the oviter edge of tread to
be not less than ^ inch at thinnest part as shown on
the drawing.

A further practice was adopted of cutting a small
groove, as shown, in the outer face of all tires when
wheels are new, at a radius % inch less than that of
the tread of tire when worn to the prescribed limit,
to facilitate inspection.

Toe Nail. A nail driven in obliquely to fasten the end
of a board or other piece of timber to the surface of
another. The timber so fastened is said to be toed,
or toe nailed.

Toggle Arms (Hopper Doors). The two arms of a
toggle joint, which form a strut between the two
opposite hopper doors, holding them closed.

Toilet. Another name for a saloon or lavatory.

Toilet Paper Holder. Fig. 1639.

Toilet Rack. Fig. 1605. A rack for toilet articles, etc.

Tongs or Crabs (Pile Driver and Wrecking Cars). A
device for anchoring the body of the car to the track
when in use. A jack screw is used in connection
with the tongs to raise the body of the car, so as to
bring a strain upon the tongs. See Bolster Jack
Screw.

Tool Car (Wreck Train Equipment). Figs. 2652, etc.
A car used for carr3'ing chains, cables, blocking, jacks,
and all the necessary tools used in clearing wrecks.

Top Chord (of a Truss). The upper outside member
of a truss, particularly one divided up into panels.
The members of mere trussed beams are not com-
monly designated as chords.

Top Door Rail. The uppermost horizontal bar or piece
of a door frame.

Top Door Track. 65, Figs. 285-288, etc. See Door
Track.

Top Rail (of Door). See Top Door Rail.

Top Side Bearing. A body side bearing. See Side
Bearings.

Torch (Pintsch System.) Fig. 2112. A special device
combining the ordinary wax taper torch, and a key,
which fits the cock of any Pintsch lamp, and will
open or close the globe of any lamp from the floor
of the car.

Tornado Lamp. A general term applied to lamps which
receive their supply of air through a long tube, usually
connected with the supports or arms of the lamp, so
as to check the ei¥ect of sudden gusts of wind. Hurri-
cane lamp is another name.

Torpedo. A cylindrical detonating cap provided with
clips for folding under the head of the rail for the
purpose of making a loud alarm as a signal on the
passage of engines over them. The basis of the
detonating compound is fulminate of mercury. The
interior pieces of iron, to insure the explosion of
the fulminate, are termed anvils.

Tourist Sleeping Car or Tourist Car. A sleeping car
more plainly finished than a standard sleeping car and
generally upholstered in rattan or leather, for the ac-
commodation of travelers who cannot afford to use a
standard sleeping car. See Sleeping Car.

Towel Rack. Fig. 1608. A tray of rods for holding
fowls.

Towrel Rod. Fig. 1584. A rod fitted to the wall with
brackets or otherwise, upon which towels may be hung.

Towel Rod Brackets. Figs. 1597, 1860. See Towel Rod.

Towel Roller Bracket. A bracket for supporting a
towel roller. There are two, the fixed end and loose
end bracket. The principal supply of towels, how-
ever, is usually carried in a towel rack or hung on
towel rods.

Track Laying Car. A low push car, primarily for
carrying rails short distances in construction. They
are frequently without a floor or platform and are
provided with fixed rollers at the side for running
the rails forward.

A platform car with a cantilever truss extending
out from one end of the car over the track and on
which rails may be run out and distributed on the
ties. Some track layers are equipped with carriers
which carry the rails and ties forward from cars in the
rear.

Track Sweeper. See Sweeping Car.

Track and Wheels, Terms and Gaging Points for. See
Wheels and Track.

Traction /; ir Brake. Figs. 1313-1345. The adaptation
fjf air lirake equipment to electrically propelled cars
or trains. The changed conditions of motive power
and methnd of operating such cars or trains, have
necessitated various changes in the details of the
equipments. See Governor SYNCiiknNiziNG System.

Trailer Truck. Figs. 957 and 961. A motor car truck
which is niit equipped with motors.

Train Air Signal Apparatus. Figs. 1271, 1320. A sub-
stitute for the bell cord arranged to give train signals
by compressed air. A separate line of signal pipe,
similar to the brake pipe, extends throughout the train,
connected between the cars by hose and couplings.
A car discharge valve, connected to this signal pipe, is
located in each car and attached to the bell cord in
such manner that pulling on the cord releases air from
the signal pipe. In the cab on the engine or motor
car is a signal valve, which is also connected with the
main signal pipe and a small signal whistle. The
supply of air is received from the main reservoir
through a reducing valve, which maintains a pressure
of about 45 lbs. per square inch in the signal apparatus.
When the car dischar.ge valve is opened, by pull-
ing on the cord, the diaphragm in the si,gnal valve is
operated so as to blow the whistle. Signals can be
given in this way with rapidity and great certainty.

163

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CAR BUILDERS' DICTIONARY

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If the train breaks in two the whistle is blown loudly
for a considerable time.

Train Air Signal Stop Cock. A stop cock in the air
signal pipe. There is one at each end of a car.

Train Brake Pipe. See Brake Pipe.

Train Car. A Caboose Car.

Train Lighting. (M. C. B. Recommended Practice.)
See Electric Lighting.

Train Line (Steam Heat). See Steam and Air Con-
nections FOR Passenger Equipment Cars.

Train Line (Electric Lighting). A system of heavy
conductors, generally three in number, running the
entire length of the car either over the roof or un-
der the car body and terminating at each end of the
car in a suitable connection device, located either
above the vestibule opening or below the platform.
Two of these conductors are tapped and connections
carried down inside of the car, where connection
may be made with the electric lighting system of
the car. The other conductor generally has no con-
nection to it in the car. Its purpose is to act as an
end feeder or equalizer when a head end generator
is employed. The other two conductors or lines may
be employed for tying together in parallel the light-
ing systems of the different cars, irrespective of
whether a head end generator is used or not.

Train Line End Valve. See End Train Pipe Valve.

Train Line Connector (Electric). A device for con-
necting the train lines of one car to those of another
in such a manner as to insure the proper connec-
tion of the conductors of one car with those of an-
other independently of sequence or end relations of
the various cars ; that is to say, the conductor must
always join wire No. 1 of one car with wire No. 1
of the next car, etc., no matter whether the cars
have been turned end for end or in what order they
may stand in the train.

Train Line Jumper. A connection made generally at
the rear end of the train on the end farthest from
the head end generator connecting the conductor
which is not tapped in the cars to one of the con-
ductors that is tapped. The current is carried from
the generator clear through to the end of the train
and by means of the jumper brought back on one
of the other wires. This arrangement of train lines,
known as the equi-potential or return loop, insures
uniform voltage at each of the cars, irrespective of
the drop or loss that may take place in the con-
ductors themselves.

Train Pipe (Air Brake). See Brake Pipe.

Train Pipe or Brake Pipe Bracket. Fig. 492.

Train Pipe Valve (Car Heating). See End Train Pipe
Valve.

Transfer Table. A platform and section of track on
wheels, its length being equal to or greater than the
length of a car. Its chief use is to transfer cars
from one section of a shop to another, connecting
with parallel tracks and running transversely to them.

Transom. Primarily, a cross piece.

(Carpentry.) A horizontal piece framed across
a door or double light window. The term is also
applied in the general sense of a cross piece in other
ways.

(Trucks.) 20, Figs. 94S, 947, 966; B, Figs. 92S,
927 ; Figs. 974, 976. One of two horizontal cross
beams attached to the side frames, between which
the swing bolster is placed.

Transom Bearing Block. A piece of wood or iron
placed on top of a transom under the bearing of a
swing hanger to raise it.

Transom or Bolster Chafing Plate. See Friction Block
and Bolster Chafing Plate.

Transom Casting. A casting used to attach a transom
to a truck frame.

Transom Corner Plate (Passenger Equipment Trucks).
131, Figs. 947, 966; Figs. 974, 977. A plate or cast-
ing connecting and bracing the transom and wheel
pieces. See Truck Frame Corner Plate.

Transom Draft Gear. Figs. 683-687. A special ar-
rangement of draft gear.

Transom and End Piece Tie Rod. 59, Figs. 947, 966;
Fig. 977. A rod extending through the transom and
end piece to stiffen the truck frame.

Transom Opener. A device for opening a transom
over a door; very similar to a deck sash opener.

Transom Plate. Figs. 975, 978. Iron plates on both
sides of wooden transoms of passenger equipment
trucks for strengthening purposes.

Transom Tie Rod or Bar. 23, Figs. 947, 966; Figs. 975,
917 . A bar passing across a truck close to the tran-
som to hold the wheel pieces and transoms rigidly
together.

Transom Tie Rod Washer. 26, Figs. 947, 966; Figs. 974,
977. A bearing for the nut on a transom tie rod.

Transom Truss Rod. A transverse rod attached at its
ends to the wheel pieces, extending alongside the
transoms and inclined downward under a central
transom truss block, so as to strengthen the transoms.
Generally, two such rods are used with each truck.
In the Pullman trucks a transom plate is used with a
straight transom tie rod.

Transom Truss Rod Seat. A bearing for the transom
truss rod on the under side of the transom.

Trap (for Refrigerator Car), An S-shaped pipe, largely
used in all forms of plumbing work for permitting
the exit of water, while preventing the entrance of air.
See Steam Trap.

Trap Door. A door in a floor or roof, closing flush
therewith when shut. See Platform Trap Door,

Trap Door Latch (Vestibule), Figs, 1691-1699. The
latch for the vestibule trap door.

Trap Door Lock. See Trap Door Latch.

Traversing Jack. Fig. 2627. A jack that can be moved
horizontally on a bed or track while under its load.

Tread (of a Step). Figs. 570-576, 610, 621. The part
on which the foot is placed. See Tread Board and
Safety Tread.

(Of a Car Wheel.) The exterior cylindrical sur-
face of a car wheel inside of the flange which comes
in contact with the rail. See Wheel,

Tread Board (of a Step). The horizontal part on
which the foot is placed. Usually covered with rubber
or metal safety treads to prevent slipping. See Tread
and Safety Tread.

Triangular Washer. An iron plate or block, the cross
section of which is triangular, and which forms a bear-
ing for the nut or head of an inclined brace rod.
Also called beveled washer, but the latter term is
chiefly used when the angle between the two faces is
small.

Triple Valve (Air Brake). T, Figs. 285-288; Figs, 1273-
1275, 1329, 1331, 1347-1350, 1376, A valve device con-

164

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CAR BUILDERS' DICTIONARY

TRU

sisting of a body or case, called the triple valve body,
which has connections to the brake pipe, the auxiliary
reservoir and the brake cylinder, in which a slide valve*
is operated by a piston, so that when the pressure of
the air in the brake pipe is increased the auxiliary
reservoir is charged and the air in the brake cylinder
is released to the atmosphere ; and so that, when the
air pressure in the brake pipe is reduced, air from the
auxiliary reservoir is discharged into the brake cylin-
der for applying the brakes. A triple valve perform-
ing only these functions is now known as the plain
triple valve.

The quick-action triple valve has all the features
and performs all the functions of the plain triple
valve, and has the additional function of causing a
discharge of air from the brake pipe to the brake
cyhnder, when, in emergencies, the maximum force
of the brakes is instantly required. IN'Iore recent
developments have added retarded release and uni-
form recharge features.

(For Freight Air Brake Gear.) A special form, not
differing in principle from the passenger brake valve
but generally combined with the reservoir and brake
cyhnder in one single part for economy and conven-
ience of attachment.

Triple Valve Body. 2, Figs. 1273-1275. See Triple
Valve.

Triple Valve Branch Pipe (Air Brake). A short pipe
by which the triple valve is connected with the brake
pipe.

Triple Valve, Cleaning and Lubricating. See Am

Brake, Cleaning and Testing of.

Triple Valve Gasket. A gasket placed in the joint be-
tween the triple valve and the brake cylinder.

Triple Valve Piston (Air Brake). 3, Figs. 1273-1275.
See Triple Valve.

Triple Valve Tests. See Air Brakes, Cleaning and
Testing of.

Truck. Figs. 920-978, 1022. A small, low, four-wheel
or six-wheel car, carrying one-half the weight of a
car body. The car body is carried on a pair of center
plates (truck center plate and body center plate),
with a center pin or king bolt passing through them,
about which the truck swivels. There are now some
types of trucks in use m which the weight of the car
is transmitted to the truck through side bearings. The
trucks commonly used under freight cars have four
wheels, but six-wheel trucks are used in special cases.
Passenger equipment cars use either four or six wheel
trucks, the latter being generally used under very
heavy cars. See Diamond Arch Bar Truck, Flexible
Truck, Logging Truck, Pedestal Truck, Rigid
Bolster Truck, Roller Side Bearing Truck, Side
Bearing Truck, Swing Motion Truck.

The term is applied to different kinds of small
vehicles used on and about stations for handling
freight and baggage by hand. Many large terminal
stations now use motor driven baggage trucks.

Truck Bolster. 16, Fig. 505; Figs. 509, 511-514, 1067-
1085; 30, Figs. 945, 947, 966. A cross beam in the
center of a truck, to which the lower center plate is
fastened, and on which the car body rests. The truck
bolster is connected to the body by a center pin, which
passes through it.

Truck Bolster Chafing Plate. A plate attached to a
wooden swing bolster to protect it from wear.

Truck Bolster Flitch Plate. See Bolster Flitch Plate.

Truck Bolster Guide Bar. See Bolster Guide Bar.

Truck Bolster Guide Block. A cast iron shoe for the
end of a truck bolster, which slides vertically be-
tween the columns or bolster guide bars.

Truck Bolster Truss Rod (Rigid Bolster Trucks). A
rod attached near the ends of a wooden truck bolster
and passing over a central truss block. In swing
bolster trucks, rods of a similar nature are sometimes
used, and are termed transom truss rods.

Truck Car. Figs. 2654 and 2673. A car used in a wreck
train for carrying spare trucks.

Truck Center Bearing Truss. The truss formed by the
center bearing top and bottom arch bars.

Truck Center Frame. Figs. 1096 and 1098. A frame
made in one piece, riveted to the side frames or
wheel pieces of steel passenger equipment trucks and'
taking the place of the transoms in the older types.

Truck Center Plate. 12, Fig. SOS; 63, Figs. 947, 966;
Figs. 974, 977. See Center Plate.

Truck Details. See Figs. 974-978.

Truck Frame. Figs. 1087, 1098. A structure composed
of wooden beams, iron bars or of cast steel in one
piece, to which the journal boxes or pedestals, springs
and other parts are attached, and which forms the
skeleton of a truck.

Truck Frame Corner Plate (Passenger Trucks). See
End Piece Corner Plate and Transom'Corner Plate.

Truck Frame End Piece or End Sill. 17, Figs. 947, 966;
Figs. 974-976. See End Piece.

Truck Frame Knee Iron (Passenger Trucks). An in-
terior angle plate of cast or wrought iron to connect
the truck frame together. See End Piece Corner
Plate and Transom Corner Plate.

Truck Side Bearing. 10, Fig. 505; 61, Figs. 947, 966. A
device attached to the top of the truck bolster, on
which a corresponding bearing fastened to the body
bolster rests. See Side Bearings.

Truck Side Frame. Figs. 1086-1095. The longitudinal
portion of a truck frame, on the outside of the
wheels, which extends from one axle to the other,
and to which the journal boxes and bolsters or
transoms are attached.

Truck Sides, Cast-Steel, Specifications for (M. C. B.
Recommended Practice).
In 1912 specifications for cast steel truck sides were

adopted as follows :

manufacture.

1. Castings furnished under these specifications must
be made of open-hearth steel in accordance with the
best foundry methods. They must conform to the
dimensions shown on drawings and must be free from
rust, scale, blow holes and shrinkage cracks.

2. Each casting must have the following markings
cast upon it in raised figures and letters :

(a) Initials of the railway company.

(b) Month and year in which cast, thus: 6-12.

(c) Manufacturer's serial number and trade mark
(or other designation).

(d) M. C. B. S.

3. The manufacturer shall have cast on each truck
side two test coupons having a cross section of 1'4-inch
by Ij^-inch and 6 inches long. These coupons are to be
used for the physical and chemical tests and their location
upon the casting shall be as specified by the purchaser'.
There shall be two additional coupons of a cross section
not less than the average cross section of the casting, which

165

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CAR BUILDERS' DICTIONARY

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coupons are to be used to determine the character of
the annealing as specified in Section 7.

4. The manufacturer shall protect all castings so
that they do not become covered with rust. They
must not be painted before inspection unless so
specified.

5. Truck sides shall not vary more that three per
cent, above nor two per cent, below what has been
determined upon as the normal weight of the casting,
except that in case the casting has met all requirements
save that of overweight, it may be accepted as of the
maximum allowable weight here specified. For the
purposes of this requirement, the normal weight shall
be previousl;j^ agreed upon between the purchaser and
the manufacturer.

6. When the manufacturer is ready to make ship-
ment of the material he shall notify the purchaser of
that fact and await the arrival of the purchaser's in-
spector, to whom he must furnish free any assistance
and labor needed to make satisfactory inspection, tests
and prompt shipment.

7. All castings shall be thorougly annealed. Test
coupons shall be annealed with the casting before they
are detached. To determine the quality of the an-
nealing, the inspector will have one of the test coupons,
mentioned in Section 3, cut half-way through and
broken off from the casting for examination of the
fracture. If, in his opinion, the annealing has not been
properly done, he may require the casting to be re-
annealed, using the second test coupon for examination
in this case. If, after annealing or reannealing, any
casting is so much out of gage as to require heating in
order to bring it within the gage, it shall again be an-
nealed before it may be accepted.

CHEMICAL PROPERTIES.

8. The chemical composition of the steel shall con-
form to the following requirements :

Carbon' from 0.20 per cent, to 0.30 per cent.

^langanese not over 0.70 per cent.

Phosphorus . . . ■. not over 0.05 per cent.

Sulphur not over 0.05 per cent.

PHYSICAL PROPERTIES.

9. The physical properties of the steel shall be as
follows :

Ultimate tensile strength, pounds per

square inch not under 60,000

- Yield point (by "drop of the beam") . .

not under 50 per cent, of the ultimate strength
Elongation in 2 inches, per cent,....

not less than the quotient of 1,400,000 divided
by the ultimate strength.

INSPECTION.

10. For the purpose of determining whether the
physical and chemical requirements are complied with,
the inspector shall select at random one casting from
each heat. From this casting the two physical and
chemical test coupons (referred to in Section 3) shall be
removed by the inspector. One of them shall be sub-
jected to physical tests, but if the coupon casting
proves unsound, the other coupon shall be used in its
stead for this purpose. From the coupon which has
satisfactorily passed the physical requirements, bor-
ings shall be made for chemical analysis. In case the
test pieces selected do not meet the specifications, all
castings from the entire heat represented shall be
rejected.

11. At his option the inspector may require that any
or all castings be subjected to sand blast in order to

make an examination of the surface for checks or

cracks.

■ 12. From each casting rejected by the inspector

under these specifications he shall cause to be chipped

the "S" of the letters M. C. B. S. which are specified

in paragraph 2.

Trunnion. The pivot upon which any body, as a gun,
revolves. The term is usually applied to bearings
for objects of irregular shape, and having slow or
irregular motion, as distinguished from the journals
of wheels, etc.

Truss. A frame to which rigidity is given by uniting
the parts so that its figure shall be in effect cut up
into triangles, making it incapable of distortion by
turning of the bars about their joints. The simplest
form of truss is that in which a truss rod and king
post are put underneath a beam to strengthen it, or
two beams are framed together in the form of a
letter A, and tied together at their lower ends by a
rod or another beam. These are called king post
trusses. Another form is that in which two posts
are used, which are called queen post trusses. This
is not a perfect truss, since it is capable of altering
its shape by simply bending without rupturing its
parts, when unequally loaded. In order to prevent
this counterbalances should be added. This is the
usual way of trussing the underframe of cars. The
sills resist bending and act as straining beams, thus
preventing great distortion. The usual forms of
trusses used for the side framing of cars are the
Pratt and the Howe types. In the former all the
braces are subject to tension, and in the latter the
braces are compression members. The Pratt truss is
rarely used alone today for side trussing, but is
often used in combination with the Howe truss. The
Howe truss is rarely used in its simple form, being
usually provided with vertical posts alongside of the
vertical tension members. The side of a car is not
a perfect truss as ordinarily built, for the middle
panel, which contains the door, lacks the essential
element of braces or counterbraces. Long cars are
reinforced with heavy trusses of the bridge or roof
type, and further strengthened by body truss rods.

Truss Block. A distance piece between a truss rod and
the compression member of a trussed beam, which
forms a bearing for both.
Truss Plank (Passenger Car Framinp,). 63, Figs. 423-
425; 1. Fig. 1450. A wide piece of timber, set on
edge and bolted to, or sometimes gained into the
posts on the inside of the car immediately above the
sills.
Truss Plank Cap. A strip of wood attached to the top

of a truss plank between the seat frames.
Truss Rod. 19, Figs. 285-288. A rod used in con-
nection with a king or queen post truss, or trussed
beam, to resist deflection. It is attached to the ends
of the beam, and is supported in the middle by a
king post, truss block, or two queen posts between
the beam and the rod. See Body Truss Rod.
Truss Rod Anchor. 24, Figs. 423-425. An iron forging
or casting bolted to the sills, to which the end of
the side truss rod is fastened It is commonly made
integral with the body bolster when a double body
bolster is used.
Truss Rod Bearing. A bearing used to furnish sup-
port to a truss rod at an angle or bend.

The hearing, over the bolster, of a long body truss
rod running from end sill to end sill is called a

TRU

CAR BUILDERS' DICTIONARY

UNC

body truss rod saddle, probably in part from its form.
See Queen Post.

Truss Rod Iron. A bar of iron, having an eye, to
which a body truss rod is attached, bolted to the
under side of a sill below a body bolster. It is a
form of attaching body truss rods almost out of use
for freight cars, but in use on wooden passenger cars.
A Truss Rod Anchor.

Truss Rod Saddle. See Body Truss Rod Saddle and
Truss Rod Be.aring.

Truss Rod Strut. See Queen Post.

Truss Rod Washer. A large flat or beveled washer,
used under a nut on the end of a truss rod. Some-
times called a skew back.

Tufting Button. A button used in upholstery to hold
the cord which passes through the upper covering of
the upholstered surface, dividing it into squares or
diamonds.

Tumbler. A drinking glass.

(Locksmithing,) "A latch engaging within a notch
in a lock, bolt, or otherwise, opposing its motion un-
til it is lifted or arranged by the key so as to remove
the obstacle." — Knight.

Tumbler Holder. Figs, 1585-1586, 1712. A bracket or
stand for holding glass tumblers or drinking cups.
They are either single or double.

Tumbler Holder and Drip. Figs. 1594, 1607. A water
cooler drip, the top of which is made large enough to
hold a glass.

Tup. See H-\mmer.

Turbo-Generator (Electric Car Lighting). Figs.
2290-91. A steam turbine of small size direct-con-
nected to a generator for furnishing electric current
to light trains by the head end system. The turbo-
generator may be mounted in the baggage car or on
top of the locomotive boiler and receives "steam from
the locomotive.

Turn Over Seat. See Reversible Car Seat.

Turnbuckle. 23, Figs. 423-425; Figs. 1441, 1442. A de-
vice inserted in the middle of a long rod for changing
its length. A form that has gained much favor for
use on cars is that shown in Fig, 1441, They are made
the following sizes, and larger in proportion.

Size. D. A. B. C. L.

1 inch 6 in. lyi in, 9 in. 25 in.

V/s " 6 " 1 11-16 " 9Vf, " 25 "

1^ " 6 " 17/8 " 9,H " 26 "

m " 6 " 2 1-16 " 10/ " 27 "

1/ '■ 6 " 2/ " 10/ " 27 "

1% " 6 " 2 7-16 " 10% " 28 "

1/ " 6 " 2% " 11/ " 28 "
D. Size ^ Outside Diameter of Screw.

A, Length in Clear between head = 6 in. first
length for all sizes,

B, Length of Tapped Heads = 1/ D.

C, Total Length of Buckle without Bolt Ends.
L. Total Length of Buckle and Stub Ends when

open.

Turtle Back Roof. Fig. 908. A roof for a passenger
equipment car which is arched, and without a clere
story or upper deck.

Twin Car Seat. A seat stand with a division arm, two
cushions, two seat backs with two striker arms each,
so that they may be turned to bring the occu-
pants face to face. See Reclining Chair.

Twin Hopper Gondola Car. A gondola car with two
hoppers. See Gondola and Hopper Bqtto.m Gondola.

Twin Spring Draft Gear. Figs, 692, 694, 722, 728, A
draft gear in which the springs are arranged alongside
of one another.

Twin Washer. A Doliele Washer.

Two-Way Dump Car. Figs. 58-67. A car from which

the entire load may be dumped to either side of the

track. See also Side Dump Car.

Tyre. See Tire.

u

U-Bolt. Figs. 489, 975. A double bolt made of a
bar of iron bent to the shape of the letter U, with a
screw thread on each end.

U-Bolt Casting. Fig. 974. A casting so shaped that a
LT-bolt can ht around it and connect it to a timber or
sill to form a bearing or carrier for a pin or bolt.

Uncoupling Apparatus. See Uncoupling Lever.

Uncoupling Arrangements (M. C. B. Recommended
Practice). In 1897 designs showing the details of
uncoupling arrangements to concealed end sill cars and
outside end sill cars were adopted as Recommended
Practice,

In 1905 the shoulder of the bracket for the uncoup-
ling rod was made bevel.

In 1908 these details were revised and changes made
to overcome former defects.

The special feature of this uncoupling attachment
is the slotted center bracket. By placing the rod back
on top of end sill or head block a longer arm is ob-
tained, which gives sufficient lift with ample slack in
the chain, and Ijy using a sloping slotted bracket the
rod projects 1/ inches in front of coupler lock, which
is about the best position for an efficient lift. The
slotted bracket allows the rod to slide back 3/
inches and avoids interference when slack of train is
bunched.

The handle shown should preferably project below
end of car or be bent as shown by dotted lines, in
order to protect the operator's hand.

Three links 3-/ inches, 5^4 inches and 7^4 inches
long, respectively, are shown. By using one of these
three links, therefore, a chain 6/, 8/ or 10/ inches
long is obtained, which should fit all cars and M. C. B.
couplers. These links should avoid the use of split
links, "S" hooks and other temporary repair devices
now very common. The arrangement as a wdiole is
applicable to all types of cars, and if properly applied
will largely obviate present troubles. Only a few lim-
iting dimensions are shown on the drawing, as the
others must be adapted to each particular class of car;
but the dimensions for center arm, chain slack and po-
sition of lift pin eye should be carefully adhered to.

In 1911 the uncoupling arrangements for M. C. B.
coupler were made to conform to the requirements of
the U. S, Safety Appliance Act. Details of M, C. B.
standard attachments are shown in Fig. 2710. See
S,\fety Appliances.
Uncoupling Chain. See Uncoupling Arrangejients.
Uncoupling Lever or Uncoupling Rod. 210, Figs, 283,
284; 12, Fig, 297; 210, Figs, 374, 375; Figs, 5SS, 747-
751, An iron rod with a bent handle forming a lever,
usually attached to the end sill, by which the lock of
the automatic coupler is opened and the cars uncoupled
without going between them. The lever proper is the
part attached to the rod and operating the unlocking
mechanism, but in the case of freight cars the lever and

167

UNC

CAR BUILDERS' DICTIONARY

UPP

rod are generally made in one piece. In passenger
equipment cars the lever is located on the platform or
in the vestibule. The short lever which is directly
connected to a passenger coupler is also sometimes
called uncoupling lever.

Uncoupling Lever Bracket. Fig. 491. A bracket sup-
porting the uncoupling lever on the end of the car.

Uncoupling Rod. See Uncoupling Lever.

Uncoupling Rod Guide. Fig. 618. A guide or support
for the Uncoupling Shaft used on passenger equip-
ment cars having wide vestibules. Preferably uncoup-
ling shaft guide.

Uncoupling Shaft (Passenger Equipment Cars). A
vertical rod extending up through the platform floor
having a square end at the top to take the uncoupling
lever and a crank arm at the bottom to which is at-
tached an uncoupling rod. A partial turn of the un-
coupling lever pulls out the uncoupling rod and
releases the coupler lock allowing the knuckle to open
and the cars to part.

Uncoupling Shaft Bracket. Fig. 491. See Uncoupling
Lever Bracket.

Underframe. Figs. 432-464. A framework, which re-
ceives the buffing and pulling stresses and carries the
weight of the floor and body of the vehicle. In both

Union Elbow. Fig. 1924. A union having one section
in the from of an elbow.

Unit-Switch Control. (Motor Cars.) Figs. 2040. A
control apparatus for single cars and cars operated in
multiple unit service. Parts are standardized to per-
unit of ready renewal. Main power circuit connections
are made by pneumatically operated switches as-
sembled in a switch group underneath the car. See
Fig. 2544 for section through a unit switch group.
For arrangement of the working parts of the air
cylinder of a unit switch, see Fig. 2547. See Fig. 2560
for wiring diagram of unit switch control.

United States Gallon. A U. S. gallon contains 231
cubic inches and a U. S. gallon of water weighs 8j^
lbs. See Imperial Gallon.

United States Government Specifications for Postal
Cars. See Postal Cars, U. S. Government Specifi-
cations.

United States Safety Apphance Standards. See
Safety Appliances.

Universal Joint. "A device for connecting the ends
of two shafts so as to allow them to have perfect
freedom of motion in every direction within certain
defined limits." — Knight.

Upholstery. Figs. 1504, 1506-1509, 1511. In passenger

DIMENSIONS FOR STANDARD

FiPE UNIONS.

1

2

'

«

5

6

t

9

9

10

11

12

13

14

15

16

17

18

19

20

21

22

Hn^

.375

.270

.105

.59

.63

.78

.so

.s&

89

1.05

.26

i

27

.2225

.08

.5625

1

.59

.615

006

.C5

i •

.400

.364

.132

:76

.80

.96

.98

l.»

1.09

1.29

.S3

A

18

2825

.10

.6925

;.

.76

76

006

,06

1 •

630

.494

.136

.90

-95

1 11

1.13

1.20

1-24

1.45

.34

1

18

.2825

.11

,7325

s

.90

.905

006

.07

* ' ■■

.763

.623

.160

1 18

121

1. 38

l.«

1.49

I.S4

1 78

,40

A

14

.3025

.12

.8225

n

1 03

1 20

006

.08

1 •

.992

.824

.163

1.38

.43

1.61

1.63

1.72

1.77

2.02

.42

i

14

.3225

.13

.8725

i

1 24

1.43

007

.09

1 •

1 246

1.(^8

.108

1,74

1.79

1.86

101

2.13

2.19

2.49

J9

A

11

.3625

.15

1.0025

n

1 565

1 76

,007

.10

li •

1.592

1,380

.212

2,12

2.18

2.37

2.40

2.52

2.58

2.90

.£3

.6

11

.■3825

.16

1.0725

.9

1.01

« 15

007

tl

li • ........

1.S31

i.610

.221

2.40

2.46

2.06

2:69

2.81

2.87

3.20

.55

,7

11

.4025

.17

1.1225

1,0

2.18

2 40

007

13

3 ■

2.300

2.067

.239

2.89

2.95

a.ie

3.19

3.31

3.38

S.74

.60

.8

a

.4225

.18

1-2025

1.1

3.66

290

DOS

.14

M •

2.775

2.468

.307

3-39

3.43

3.67

3:70

3.86

3.93

4,39

.n

.9

s

.6225

.23

1.5225

1-2

3-16

3.41

.tX13

.16

3 •

&.4t)l

3.067

.334

4,07

4.13

'4.36

4.40

4.56

4.63

5.13

.84

1.0

8

.5625

.25

1,6525

1 3

3.81

4,08^

ogs

.18

3i •

3.901

3.648

.353

4.61

4.68

4,91

4.95

5.11

5.10

5 72

.88

l.I

8

.6025-

.27

1.7525

1 4

4 31

4,63

,003

.20

4 •

4.4

4.026

.a74

6.15

5.22

5.47

5.51

5.67

5,75

6,31

.94

1.2

8

.6225

.28

1.8425

15

4-81

5 19

.008

.22

DESCRIPTION ACCOMPANYING TABLE OF MALLEABLE PIPE UNIONS.

NUMBERS AT THE MEAD OF THE COLUMNS ABOVE AKB THOSE CIVEN IN THE OJMENSIQN LJNE& ON TADUE A.

Column No. i in table nTWeseots the nominal diameter of pipe.

Column No. 2 represents diameter of pipe at one-half the height of fuU thread nearest solid section
Cif pipe.

Column No.- j represents the internal diameter of the pipe.

Column No. 4 represents the dilTerence betwe.en columns Nos. 3 and't. and is equal to twice the thielc-
neSS of metal in pipe measured from inside line to one-half the height of thread, "as spiicified belerc.

Oilunm iJo. 5 represents the cutside diameter of end of pipe union and is taken as No. a, plus tu-Ue
No. 4, plus an arbitrary increment.

Column No. 6 is equal to No. s plus an increment varying from ,04 to .07 of an inch. This incre-
ment was .lUowed for the purpose ofbeing able to slip the nut over upper swivel end of union.

Column No. 7 is No. 6 plus an amount vniTinE between .I5and .25. This lip created is considerably
in excess ol what eicists on present pipe unions (or the reason that we find the surface between the lip and
the corresponding part of nut is often damagol, and the bearing surface, when the full stnmgth of the man is
used on the wrench, is sulficient. We assume that a man would pull about ,|o pounds on a wrench, with a
possibility of using less fnrce on pipes of small diameters. For that reason we made a variation in the nadth
of lip iviiieb lip thTOretic.ally. would be uniform for all sizes of pipe. The nut ifelf has been strengthened

nt Uie

a rledec
s Mo. 7

Ving (mm

Column No. 9 is No. 8, plus twice the height of the thread.

Column No. le is No. 9. plus an increment varying between .04 and

Column No. 1 1 is No. 10. plus one and one-half times No. 4.

Column No. 11 is two and one-half limcS No. 4, and was figured especially forbearing surface, so that
the thread would not wear away too rapidly when the nut is occasionally removed.

Column No. 13 has been assumed arbitrarily, but in all cases is greater than the length of full thread
on standard pipe.

Column No. 14 represents the number of threads per inch in length of nut. This thread, tve believe,
should be United Stales Standard lorm and not sharp thread.

Column No. 15 is taken arbitrarily, but is baaed on the probable requirements of manufaclums for
tapping out the nut.

Column No. 16 is thrce-tourths of No. 4.

Columi No. 17 represents the full height of nut. and is equal to No. 11. plus No. 15. plus No. 16.

Column No 18 is the amount of projection outside ol nut.

Oilumn No. .7 -s No. i. plus No. 4, plus an arbitrara- increment.

Column No. 30 is No. 7. less No. i9. with slight modiheations,

Olumn No. 71 represents the clearance at several points, as indicated on print.

Cnlumn No. 7j is aasur.ird arbilranly.

(See page 117 for Illustration with Numbered Dimensions.)

freight and passenger cars in America the underframe
and body are rigidly connected and mutually stififen
and strengthen one another, but in British carriages
the body is framed as an independent structure, and
merely rests on the underframe, rubber pads (India
rubber body cushions) being interposed to deaden
shocks. The only connection is through a body hold-
ing-down bolt. Underframe includes all the framing
below the floor, and includes the platforms, draft
timbers, etc. See general drawings of the various
types of cars.

Underhung Door. A sliding door which is supported
and slides on a rail below the door.

Union (Pipe Fittings). Figs. "1919, 1920, 1922-1924.
A means of uniting the ends of two pipes with a nut.
The nut is attached to one pipe by a sleeve with a
collar, and is screwed on a sleeve attached to the other
pipe. See Pipe Fittings and Pipe Unions.

See table above and page 117 for illustration.

car construction, the term includes the cushions, cur-
tains, carpets, beds, etc., and generally the materials
from which they are made.

Upper Belt Rjul (Passenger Car Exteriors). A hori-
zontal bar attached to the posts on the outside and
above the windows. See Belt Rail.

Upper Berth. Fig. 1456; 2, Figs. 1458, 1459. The top
berth in a sleeping car section. It folds up by day
against the roof, being secured by a berth latch, and
the head board, mattresses and bedding are stored in
the pocket between it and the roof. See Berth.

Upper Berth End. 20, Figs. 1458, 1459. The end
piece of a sleeping car upper berth.

Upper Berth Front Panel. 6, Figs. 1458, 1459. The
central panel of an upper berth.

Upper Berth Lowrer Rail. 5, Figs. 1458, 1459. The bot-
tom or rear bar of the frame of a wooden upper berth.
See Berth Front.

Upper Berth Pocket. A pocket against the sides of the

168

UPP

CAR BUILDERS' DICTIONARY

VAP

car which closes up flush therewith when the upper
berth is folded up, but drops open when the berth is
made up, to afford a receptacle for clothing and bag-
gage. It has been replaced by a hammock. Similar
pockets for the lower berth are made by turning up
the head rest of the seat.

Upper Berth Rest. See Berth Bracket.

Upper Berth Rest Pivot. A pin attached to a plate
fastened to an upper berth. The pin engages in a
hole in a Berth Bracket.

Upper Berth Top Rail. 4, Figs. 1458, 1459. The upper
or front bar of the frame of a wooden upper berth.
See Berth Front.

Upper Brake Shaft Bearing. 96, Figs. 285-288. A
metal eye by which the upper end of a brake shaft
is held in place.

Upper Deck (Passenger Equipment Cars). Also called
clere-story. The raised central portion of the roof.
See Deck.

Upper Deck Carline. 100 and 118, Figs. 423-425. A
carline supporting the upper deck or clere-story,
usually called simply deck carline. A through car-
line, extending under both lower and upper decks,
is also sometimes called an upper deck carline or
profile carline.

Upper Deck Eaves Molding. A molding, usually called
simply deck eaves molding, on the outside edge of
the roof.

Upper Door Sash. The part of a double window sash
in a car door which covers the upper part of the
opening. This upper section is usually made mova-
able, so that it can be lowered for ventilation.

Upper Floor (Stock Car). 28, Fig. 368. More com-
monly called double deck. A deck or floor in a stock
car half way between the main floor of the car and
the roof, to double the' carrying capacity of the
car for pigs, sheep, calves, etc.

(Automobile Car.) Fig. 283. A similar arrange-
ment fitted in an automobile car.

Upper Wainscot Rail. A longitudinal wooden bar or
rail, fastened to the posts on the inside of a pas-
senger car immediately under the window. See
Wainscot Rail.

Urinal. A metal or porcelain receptacle used in saloons,
connected to a pipe leading through the floor. They
are distinguished as corner or side urinals. A con-
cealing urinal, shutting up flush with the wood work
when not in use, is sometimes used.

Urinal Cover. A wooden or sheet metal lid for inclos-
ing a urinal.

Urinal Drip or Drip Pan. A pan under a urinal on the
floor.

Urinal Handle. A handle in a saloon, placed above the
urinal for support.

Urinal Ventilator. A pipe attached to a cap on a urinal,
communicating with the top of a car, where some
form of wind scoop is often added.

V

V-shaped Screw: Thread. A thread with a sharp edge
at the top and sharp groove at the root. The Sellers'
(U. S.) standard thread is flat at the top and at
the root, and the Whitworth is rounded.

Vacuum Brake. A system of continuous brakes which
is operated by exhausting the air from some appli-
ance under each car, by which the pressure of the
external air is transmitted to the brake levers and

shoes. So called in distinction from Air Brakes,
which are technically understood to refer only to
brakes operating with compressed air, although in a
literal sense the vacuum brake is also an air brake.
An ejector on the engine is ordinarily used for
exhausting the air, connected with the rest of the
train by pipes and flexible hose between the cars.
A continuous pipe is connected through the train be-
tween cars by rubber hose, wound with wire to pre-
vent collapsing, and suitable couplings. Under each
car is a large cylinder with a piston and rod con-
nected to the brake levers actuating the brake shoes.
These cylinders are connected to the train pipe
through a simple form of ball valve. An ejector on
the locomotive maintains a vacuum of from 20 to 24
inches in the train pipe and in the cylinders under
each car. In the release position the piston rests
by its own weight in the bottom of the cylinder.
To apply the brakes air is admitted to the train pipe
and through the ball valve under each car to the
space below the piston. The vacuum above the pis-
ton permits the atmosphere pressure below the piston
to raise it and apply the brakes. A vacuum is al-
ways maintained above the piston and is available
for applying the brakes at any time. In case the
train parts the admittance of air to the broken train
pipes applies the brakes in both sections of the train.
A valve in the caboose may also be used to admit
air to the train pipe and apply the brakes in case
of emergency. To release the brakes, the vacuum
is restored in the train pipe and under the pistons
by working the ejector.

Vacuum Cleaner. Fig. 1921. A device for removing
dust from carpets, etc. It usually consists of a
motor-driven pump, which creates a vacuum, by means
of which the dust is drawn up through a hose and
deposited in a receptacle.

Valve. A lid, cover, or plug for opening and closing
an aperture or passage.

Valve Body. The shell case or frame of a valve. See
Triple Valve Body.

Valve Key (Pintsch Gas Lighting Apparatus). A key
for opening all the high pressure valves, the lamp
key being used for the low pressure valves con-
nected with the burners.

Valve Seat. The surface on which a valve rests.

Valve Stem. A rod attached to a valve, and by which
the latter is moved, is called a valve stem or spindle.

Van. See Caboose.

Vapor Regulating Valve (Car Heating). Figs. 1952,
1954, 2083-4. A valve by which the amount of steam
admitted to the heater pipes is controlled. For a
more detailed description of operation of the one
used with the Pressure and Vapor C.\r He.\ting Sys-
tem see Vapor -Reservoir, which acts in conjunction
with it. It is possible with this system to combine
both the valve and the reservoir, in which case it is
called a vapor regulating valve, as above.

Vapor Reservoir. Fig. 1953. Used in the Pressure and
V.\POR Heating System in conjunction with the Vapor
Regulating Valve. It is placed below the blow-off,
or drip valve, forming an extension to it. and con-
sists of a spiral coil of copper piping surrounding a pipe
which forms an extension to the blow-off valve. This
pipe has several slots cut through to allow the hot water
escaping from the system to trickle over the spiral
copper pipe. This spiral pipe is filled with a liquid
that boils at a low temperature and an extension of the

169

VAP

CAR BUILDERS' DICTIONARY

VEN

pipe is connected to a diaphragm in the frame of the
automatic Vapor Regulating Valve. One or more
joints are used to connect the coil and the dia-
phragm. The extension of the diaphragm closes the
steam valve by means of the stem as soon as the
liquid in the coil reaches a temperature at which it
boils, and under which conditions the vapor generated
has sufficient force to close the valves against the
spring. When the liquid in the coil cools, which fol-
lows the cutting off of the steam supplied to the
radiating coils, the vapor condenses and the spring
forces the valve open, allowing a fresh supply of steam
to enter the heating pipes and supply additional heat
to the car.

Vapor System (Passenger Train Lighting). Figs. 2207-
2215. x\ system of gas lighting designed for use in
localities where Pintsch gas charging plants are not
available. The gas is produced by mixing air with
the vapor of gasolene. The air is taken from the
air brake system and passing through a carburetor
charged with gasolene becomes a gas suitalile for illu-
minating purposes. The gas is burned in a mantle
lamp and produces a soft white light.

Referring to Fig. 2207, air is taken from
the auxiliar}" reservc_iir of the brake system
through check valve 1020 and into the air
storage tank through valve 53-B. It then passes up
into the car to shut-off valve 2173, which is placed
in some convenient location. From valve 2173 the air
is carried to thermostatic regulator 2252, and into the
carburetor, where it mixes with the gasolene vapor.
The gas thus formed passes through regulator 254 to
main cock 25-C inside the car and thence through
roof piping" to tlie lamps. Check valve 1020 prevents
the stored air from returning to the brake system
when the brakes are inoperative. With this arrange-
ment, when the car is cut off from the air supply a
sufficient quantity of air is held in the tank to keep the
lights burning". The carljuretor and air storage tank
are combined, the carliuretor being placed within the
tank so that it will be well protected from puncture
in case of a wreck. The tank is made of welded steel
and is 24!4 in. in diameter liy 8 ft. 11'^ in. long. The
carburetor consists of a piece of 12 in. wrought iron
pipe and is securely fastened to the air-tank in such
a manner that there is no connection between the air
storage compartment and the carburetor. The tank
is shown in section in Fig. 2208. That there may be
no liquid gasoline present in the gas, the carburetor
is packed with an absorbent material, consisting of
cotton wicking made up in cartrid.ges about 6 in. long
and of a diameter to Int tightly in the carburetor.
The cartriflges are made by rolling up strips of the
critton wicking with wire cloth. The cartridges are
placed in the carburetor with baffle plates between
them. Each baffle plate has an opening at the outer
edge for the passage of the gas and the arrangement
is such that the holes in adjoining plates are on
opposite sides of the carburetor, thus causing the air
to pass through every part of the carburetor and
become thoroughly saturated with gasijlene vapor.

Vapor Trap. See Steaii Tr.M'.

Varnish. ;\ liquid for coverin.g paint or woodwork
with a hard, impervious and glossy surface.

Vaulted Deck Window. 41, Figs. 1458, 1459. A deck
window shaped like an arch.

Velocipede Car. Figs. 2610, 2611, 2617, 2618. Generally
a three-wheeled car. in which the rider sits astride
and propels the car with his feet Cor feet and hands

together), after the manner of a velocipede. They
comprise a variety of light cars for inspectors, tele-
graph line repairers, lamp lighters, etc.

Veneer. "A thin leaf of a superior wood for over-
laying an inferior wood." — Webster. By trade usage
it is a veneer if it covers other materials than inferior

wood.

Vent. "A small aperture; a hole or passage for air or
other fluid to escape." — Webster.

Ventilated Box Car. Figs. 109, 114, 116, 270, 855.
Similar to an ordinary box car, but arranged for venti-
lation and suitable for the transportation of produce or
other food-stuffs not needing refrigeration. See Car,
M. C. B. Class XV and Fruit Car.

Ventilating Jack (for Saloons). Also called wind
scoop. .'\ flaring horizontal tube, constituting" a simple
form of the ventilating devices which use the current
produced liy the motion of the cars to cause an ex-
haust current of air.

Ventilator (Saloon). Fig. 1729. The fixed oval sashes
fitted in the saloons of many of the passenger cars are
often arranged with a circular ventilator near the
center.

Figs. 893-919. A device for admitting or exhausting
air to or from a railway car. Ventilators, accord-
ing to their position, are designed as deck ventilators
(end or side), end ventilators, frieze ventilators, etc.
They are often designated as automatic or self-acting.
Da\' coaches usually depend upon the deck windows
for ventilation, the sash at every other window being
hung on diff'erent sides, so that the open sash may be
hinged on the front end. Sash openers for deck
sash hinged in this manner are shown in Fig. 1799.
For a report of tests with various ventilators see Pro-
ceedings )il. C. B. Association, 1894, page 234. See
Deck Ventilator.

(For Fruit Car.) A system of slats protected by
netting at each end of the car, so arranged as to
enable the ventilators to be readily opened or closed
from the outside.

(Refrigerator Car.) Figs. 836, 840, 846, 847. A
current of air must be admitted to refrigerator
cars, wdiich passes through the refrigerator and comes
in contact with the lading. As it becomes warm it
rises upward and passes out. The ventilator controls
the adnfission of air and its circulation.
See FIorPER Ventilator.

Ventilator Blower. Figs. 903, 904. A blower used in
connection with dining car ventilators.

Ventilator Deflector. A metal plate or board placed
in such a position at a ventilator opening that it will
cause a current of air to flow into or out of the car
when the latter is in motion.

Ventilator Door. A door for closing the aperture of a
\'entilator.

Ventilator Hood. A shield over trie outside of a
ventilator to prevent the entrance of sparks, cinders,
rain or snow. It is sometimes intended to direct the
current of air either into or out of the car.

Ventilator Netting. A wire screen or netting fastened
over the outer deck window sash to prevent the en-
trance of sparks and cinders.

A meeting over the ventilator windows of a fruit
car.

Ventilator Opener. See Deck Sash Opener.
Ventilator Pivot. A pin on which a i^entilator door or

170

VEN

CAR BUILDERS' DICTIONARY

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sash is swung or hinged. It is the same as a deck
sash pivot.

Ventilator Register. Fig. 898. A metal plate fir frame
attached to a ventilator opening, provided with slats
arranged so as to turn, or openings which can he con-
trolled, and thus either open or close the ventilator.

Ventilator Sash. Usuallj' a deck sash

Ventilator Staff. A pull hook or Deck Sash Ol'ENer.

Ventilator Valve. A door for opening or closing the
aperture of a ventilator, usually made to turn on piv-
ots at or near its center.

Vertical Steam Trap and Blow-Oif. A Thersiiist.xtic
Ste.-vm Tr.-\p, and a blow-off \alve comliined. It may
be operated from inside of the car.

Vestibule. Figs. 413, 537, 538, 540, 545-623. Formerly
that part of the car nearest the door, cut off from the
main saloon by an interior door. It was occupied by
the saloon, washing and heating arrangements, etc.
Its purpose was to give protection to tlie interior of
the car against drafts and noise.

Usually a platform enclosure, consisting of a face
or buffer plate, constituting an arched doorway, con-
nected with a spring extended rod, a foot plate com-
bined with the buffer stems and face plate, a bellows-
like connection called a diaphragm between the face
plate and car frame and side doors opening to the
steps.

Vestibule Body Corner Post. The inner post of a ves-
tibule, set against the end of the car body and directly
over the platform sills.

Vestibule Buffer Plate. 79, Figs. 552-555. An extra
long and wide buffer plate, sometimes recessed or
chamfered at the ends, where it is connected with tlie
face plate of the vestibule, whose face is flush with the
buffer plate.

Vestibule Corner Post. 31, Fig. 410. The outer corner
posts of the vestibule.

Vestibule Curtain Handle. Figs. 585. 588, 590, 594, 597,
601. A handle or catch used to secure a vestilnile
passageway curtain to its hook.

Vestibule Curtain Hook. Figs. 587, 588, 590, 602 and
603. See \'estibule Curtain.

Vestibule Diaphragm. See Diaphragm.

Vestibule Dome Lamp. A Vestibule L.n.mi'.

Vestibule Door. Figs. 806, 807, 813. A door by which
the vestibule of a car is entered from tlie side. In the
older or narrow type of vestibule they are double or
divided, the two doors being hinged togetlier and
swung from the vestibule corner post.

Vestibule Door Hinge. Strap hinges. Fig. 1832, which
fasten the double doors of a narrow vestibule together.

Vestibule Door Rod. A bar or rod across the doors
of a narrow vestibule to prevent their being pushed in.

Vestibule End Carline. A platform hood end carline.
See Carline.

Vestibule End Post. See Vestibule Corner Post.

Vestibule End Window. The window in the end of
the vestibule enclosure.

Vestibule Face Plate. Fig. 562. An inverted U-shaped
forging and forming with the diaphragm a passage-
way from the platform of one car to that of the next.
The weight of it is carried on the buffer plate and it
is kept thrust out against the opposing face plate either
by springs or by its own weight.

Vestibule Gate. Figs. 578, 581. A gate used to close

tlie vestibule passageway at the rear of the last car in
a train.

Vestibule Guard Rail. Figs. 607, 611, 612. A hand
rail or hand hold, pi\'oted at one end and litting in a
socket at the other, and located on the end of the car
so that it may he swung across the vestibule door and
liold it in an open position.

Vestibule Hood. The platform hood of a vestibuled
car.

Vestibule Lamp. Figs. 2125, 2123, 2221, 2240, 2479,
2491, etc. A lamp used for lighting a car vestibule.

Vestibule Passageway Curtain. Figs. 585-597, 601-603.
A curtain which is stretched across the inside surface
made by the vestibule diaphragms and face plates when
two cars are coupled, to protect passengers from
injury.

Vestibule Trap Door Bumper. Fig. 617. A step for a
trap door to prevent its striking the vestibule wall
wdien opened.

Vestibule Trap Door Latch. See Tr.\p Door L.\tch.
Vestibule Trap Door Lift. Fig. 600. A metal device

attached to trap doors, with a recess for inserting the

fingers to pull the door open.
Vestibuled Car (Passenger Equipment). Figs. 142.

145, 146, 149, 150, etc. A car equipped with covered,

enclosed platforms. See Vestibule.
Volt. The unit of electric pressure or elecvro-motive

force.
Voltmeter. An instrument for measuring the vcdtage

of electric currents.

w

Wainscot Panel (Passenger Car Interior). 4. Fig. 1450.

A panel under the windows between the two wainscot

rails.
Wainscot Rail (Passenger Car Interiors). 3. Fig. 1450.

A longitudinal wooden strip fastened to the posts and

extending from one end of the car to the other. The

lower wainscot rail comes immediately above the

truss plank; the upper wainscot rail is immediately

under the window. The wainscot end rails are the

wainscot rails at the end of the car.
Walkover Seat. Figs. 1510, 1513-1519, 1528, 1529. A

term used to designate a t>'pe of car seats in which

the. back does nnt turn over when the seat is reversed

.\lso called Gliheoxek and F'usiiover.
Wall Lamp. A lamp to lit in a recess in the wall of a

car or corridor.
Wall Seat End. The seat end next to the wall or side

of a car, so called in distinction frtun the aisle seat

end.
Wardrobe (Postal Car). Fig. 1722. See also Post.\l

Cars, U. S. Gon'ernment Specific.\T]ons.
Wards (oi a Lock). The interior circular ridges which

fit into corresponding recesses in the bit of a key

(the latter also termed wards), the surrounding solid

parts of the bit being called the web.
Wash Bowl or Wash Basin. See Basin.
Wash Bowl Pipe. A waste pipe.
Wash Room. A compartment provided with toilet

facilities. See Lavatory.
Wash Room Pump. More properly E.\sin Pump.
Wash Stand (Postal Cars), A cast stand carrying a

basin. They are distinguished as corner or side

wash stands.

171

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CAR BUILDERS' DICTIONARY

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Wash Stand Slab. A stone or metal slab wliicli forms
the top for a wash stand.

Washer. Fig. 494. A plate of metal or other material,
usually annular, which is placed under a nut or bolt
head to give it a better bearing. Two or more washers
are sometimes combined and called washer plates,
strap washers, double or twin washers, triple washers,
etc. ; they are sometimes made beveled or triangular
for a rod or bolt which is oblique with reference to
the bearing surface. A socket washer or flush washer
is one provided with a recess for the bolt head, so as
to leave it flush with the surface of the adjoining
parts. Cut washers or wrought washers are those
stamped out of rolled iron plates. Cast washers are
made from cast iron. Both are largely used.
Washers in car work generally take their name from
that of the bolt or rod to which they are attached.

Washer Plate. A Strap Washer.

Washometer. Fig. 1643. A device for flushing water
closets.

Waste. The spoiled bobbins of cotton or woolen mills,
used for wiping machinery and for Journal Packing.
Wool waste is preferable for the latter purpose.

Waste Cock. (Baker Heaters.) A cock attached to
the expansion drum or circulating drum of the Baker
heater for drawing off or changing the water in the
heater pipes.

A cock for drawing ofif water from a tank or basin.
See Fig. 1600.

Water Alcove. Fig. 1613. A recess in the side of a
partition of a passenger car to receive the faucet of
a water cooler or water pipe and a drinking cup.
The term is generally used to designate the metal
casing or lining with which the recess is covered.
The water tank for supplying water alcoves is usually
placed on the other side of the partition, in the saloon,
and commonly when so placed extends to the roof.

Water Circulation Heating System. See Hot Water
Circulation Heating System.

Water Closet. Fig. 1636, etc. A commode with water
supply to rinse the basin and carry off the contents.

Water Cooler. Figs. 1621, 1622. A tank or vessel for
carrying drinking water, which is usually cooled with
ice. The sides are generally made double, and the space
between filled with some non-conducting substance.
They frequently extend to the roof. See Water Alcove,
Water Tank.

Water Drip. A pan or receptacle to receive the waste
water from a water cooler. A drip pipe, or waste
pipe, connects with it.

A slight projection or raised seam in the roof of a
passenger or baggage car over the side doors, or at
the end of the car in the platform roof to divert the
water so it will not fall upon persons entering the
car or passing from one car to the next.

Water Gage. See Glass Water Gage.

Water Seal. See Trap.

Water Supply. Figs. 1633-1635. The system of water
supply used in Pullman sleeping cars is under air
pressure, thus doing away with the old method of
using pumps for raising water for washing purposes.
The system consists of forcing water into the wash
bowls by air pressure taken from the air brake sys-
tem. The water is usually heated by using live steam
from the locomotive for this purpose.

Water Tank. A vessel or reservoir for holding water.
Those used on cars for drinking water are usually

made of sheet iron, and often extend to the roof.
They are then usually drawn from by a water alcove,
Fig. 1613, the tank being usually in the corner of the
saloon, concealed from the interior of the car.

For size and arrangement of water tank in postal
cars, see U. S. Government Specification for Postal
Cars and Fig. 1711.

Watt. The unit of electric power. The product of one
ampere multiplied by one volt. It is equal to 1-746
horse-power.

Wattmeter. An instrument for measuring electric
power.

Waved Moldings. Moldings which by a special ma-
chine are made of a corrugated section longitudinally.

Way Car. See Caboose.

Weather Strips. Figs. 1733, 1734, 1736-1738, 1741-1746,
17S6, 1764, 1767-1769, 1771. A strip for application
around the crevices of windows or doors, for ex-
cluding the dust and wind, and for preventing water
from entering around the windows.

Web. A term applied to the center portion of a beam,
as an I-beam, which ties the flanges together. See
Body Bolster Filler,

(of a Key). The solid portion of a bit of a key,
the recesses cut away being termed wards. See Bit.

Web Filler. See Body Bolster Filler.

Webbing. A strong fabric, made of hemp or other
material which is not likely to stretch, used in up-
holstering car seats.

Wedge. See Journal Bo.x Wedge. The metal piece
used to keep a journal bearing in its place in the
journal box.

Wedge, Journal Box. See Journal Boxes and Details.

Weight of Car, Light; Stenciling of. See Foundation
Brake Gear.

Well Car. Fig. 347. A flat car with an openmg in
the center to allow the load to extend below the floor
level when it could not otherwise come within the
overhead clearance limits. See Car M. C. B. Class
FW.

Wheel. A circular frame or solid piece of material
which revolves on an axis. See Brake Ratchet
Wheel, Hand Brake Wheel, etc.

Figs. 111S-11S3. A circular frame or disk, as above
defined, serving to support a moving vehicle, as Car
Wheel, hand car wheel, etc. Car wheels are generally
either cast (chilled), forged or steel tired.

The rules for Interchange of Traffic give the de-
fects for which wheels may be replaced.

Wheel Bar (Passenger Truck). A wheel piece.

Wheel, Cast-Iron (M. C. B. Recommended Practice).
Figs. 2769-71. In 1904 designs of wheels for cars of
60,000 pounds, 80,000 pounds and 100,000 pounds
capacity were adopted as Recommended Practice.
Revised 1907. Modified 1909. Modified in 1911.

Wheel Center (Steel Tired Wheels). Fig. 1115, etc.
The portion of a wheel inside of the tire and between
it and the hub or boss. The wheel center is some-
times in one piece and sometimes made up of two
parts, the hub or boss and the central filling piece.
Face plates, front and back, are also used. The term
is seldom applied to chilled or cast wheels.

Wheel-Check Gage (M. C. B. Standard). Fig 2695.
In 1896 a standard reference gage for mounting and
inspecting wheels was adopted by letter ballot to take
the place of the check gage for mounting wheels, and

172

WHE

CAR BUILDERS' DICTIONARY

WHE

the gage for distance between wheels. At the same
date a standard check gage was adopted. In 1907 this
was modified. jModified 1909.

In 1911 the mounting and inspection wheel gages
were eliminated and a wheel check gage adopted as
their substitute.

Wheel Circumference Measure (M. C. B. Standard).
Fig. 2696.

By letter ballot in 1893 a Wheel Circumference
Measure was adopted as a standard of the Association.
Prior to that date it had been recommended for use
in all car building shops.

In 1900 a new form of Wheel Circumference Meas-
ure was adopted as standard.

In 1910 the brackets used on the wheel circumfer-
ence measure were replaced with a form to suit the
wheel tread and flange contour adopted in 1909. Re-
designed in 1911.

Wheel Defect Gage (M. C. B. Standard). Fig. 2695. In
1903 the wheel defect gage shown in the Rules of
Interchange was adopted as standard. Modified '1904,
1905, 1907, 1909.

Wheel, Diameter of Steel and Steel-tired CM. C. B.
Recommended Practice.). In 1911 a recommended
practice of 33 inches was adopted as the diameter for
all new steel and steel-tired wheels for freight cars.

In 1911 a recommended practice was also adopted
that for high-capacity cars built in the future and
likely to be equipped with steel wheels that provisions
be made in the construction of car and trucks to permit
the use of wheels varying in diameter from 33 inches
to 30 inches.

In 1912 specifications covering dimensions and
tolerances for solid wrought-steel wheels for freight
and passenger car service were adopted as recom-
mended practice.

Wheel Fit. See Wheel Seat.

Wheel Flange. The projecting edge or rim on the
periphery of a car wheel for keeping it on the rail.
Wheel Flanges, Distance Between the Backs of (M,
C. B. St.IiNd.wd.) In 1883 the standard distance be-
tween the backs of flanges of car wheels was made
4 ft. 534 ins.

In 1885 it was decided by letter ballot that in fitting
wheels on axles a variation of % inch each way from
the standard distance between flanges would be allowed.
Drawing revised in 1896.

In 1907 this standard distance was made 4 ft. 5}i ins.,
owing to increase in width of wheel flange. Modified
1909.

In 1909 the minimum distance between the backs of
flanges at base line of tread was fixed at 4 feet 5 3/32
inches.
Wheel Flange Thickness Gages, for New Wheels (M.
C. B. Standard). Fig. 2695.

Maximum and minimum wheel flange tliickness
gages for new wheels were adopted as standard in
1894. Such gages should be used on all new wlieels
after September 1, 1894, to insure ability to mount
them properly to check gage.

In 1907 a modified form of wheel flange thickness
gage, applicable to the larger wheel tread then ,1
standard, was adopted as standard. Redesigned in
1909 to suit new tread and flange contour.

In 1911 the minimum flange thickness dimension
shown on minimum flange thickness gage as 1 5/32
inches was changed to 1 11/64 inches.
In 1912 the maximum and minimum flange thickness

gages were modified sr. that they can be used for
cither cast-iron, solid steel or steel-tired wheels; also
to limit the maximum and minimum height as well as
the throat radius for steel wheels.
Wheel, Limit Gages for Inspecting Second-Hand, for
Remounting (M. C. B. Standard). Fig 2696. In
1907 limit gages for use at shops when inspecting
second-hand wheels for remounting were adopted as
Recommended Practice. Modified in 1909. Advanced
to Standard in 1910. In 1911 the method of using gages
was shown on above drawing.

In 1911 the note under limit gage on the drawing
was changed to cover cast-iron wheels with standard
tread and flange adopted prior to 1909 and a new gage
added to cover standard tread and flange adopted in
1909.

Wheel, Minimum Thickness for Steel Tire of. See

Tires, Minimum Thickness for Steel.
Wheel, Mounting (M. C. B. Recommended Practice).

In 1897 the Recommended Practice for mounting wheels
was modified by letter ballot by the omission of that part
providing, among other things, that wheels with flanges
worn to a thickness of 1% inches or less should not be re-
mounted, and the substitution therefor of the following :

First. — That wheels with flanges worn to a thickness of
1 1-16 inches or less shall not be remounted.

Second. — That the thickness of flanges of wheels fitted
on the same axle should be equal and should never vary
more than 1-16 inch.

Third. — That in mounting wheels, new or secondhand,
the standard wheel mounting and check gage be used in the
following manner :

After one wheel is pressed into position, place the stop
"A" or "B" of the check gage against the inside of the
flange of the wheel with the thinner flange with the corre-
sponding tread stop "C" or "D" against the tread of the
wheel. Press the other wheel on the axle until the oppo-
site tread stop comes in contact with the tread with the
corresponding gage point "E" or "F" in contact with the
outside of the thicker flange.

Wheel Piece. 10, Figs. 947, 966; Figs. 974, 976. The
upper side member of a pedestal truck, to which the
pedestals are attached.

Wheel Piece Plate. 11, 12, Figs. 947, 966. A plate used
to strengthen a wooden wheel piece.

Wheel Plate (Cast Iron Wheels.) That part of a
plate car wheel which connects the rim and the hub.
It occupies the place and fulfills the same purpose as
the spokes do in an open or spoke wheel. See Wheel,
Plate Wheel.

(Steel Tired Wheels.) Fi.g. 1115, etc. See Face
Plate.

Wheel Ribs (Cast Iron Wheels). Fig. 1143, etc. More
commonly, brackets. Projections cast usually on the
inner side of plate car wheels to strengthen them.

Wheel Seat or Wheel Fit (of an Axle). The part
which is inserted in the liub of a wheel. It is made
truly cylindrical and very slightly larger than the axle
seat of the wheel. The wheel is pressed on it by
hydraulic pressure. See Wheels.

Wheel, Specifications for 33-inch Cast-iron, for Cars
of 60,000, 80,000 and 100,000 Pounds Capacity.
(M. C. B. Recommended Practice.)
Adopted 1893. Revised 1899 and 1904. Modified in 1911,

in reference to cast date. In 1912 the measuring line for

nominal diameter was designated as A B. and the diameter

of cores added on drawings. Paragraphs 4 and 9 were

modified.

173

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CAR BUILDERS' DICTIONARY

WHE

1. Chills must lia\e an inside pnilile that, in the hn-
isherl wheel, will i)roduce the exact f(irm of flange anil
tread contour shown l)y M. C. ]'>. drawings adopted in
1909. The nr)rmal diameter nf the wdieel produced Ijy the
chill must he the M. C. 1'.. Standard of 33 inches, meas-
ured at a point 2% inclies from outside nf tread <>( wheel.

2. \\'heels furnished under this sjiecilication must nut
vary more than one-fourth ('4) of an inch aho\e or lie-
low the normal size "measured on the circumference," and
the same wheel must not \ary more than one-sixteenth
(1-16) of an inch in diameter. The lindy of the wheel
must he smooth and free from slag, shrinkage or hlow-
holcs. The tread must he free from deep and irregular
wrinkles, slag, chill cracks and sweat or beads in throat,
and swelled rims.

3. The wheels must shnw clean gray iron in the plates,
except at chaplets, where mottling to not more than one-
half (Jj) inch from same will lie iiermitted. The depth
of pure wdiite iron must not exceed one (1) inch nor he
less than one-half ('2) inch in the middle of the tread.

(A) It shall niit exceed one (1) inch in the middle 01
the tread nor be less than three-eighths (■'«) inch in the
throat for wheels ha\'ing a maximum weight of six hun-
dred and twenty-five (625) pounds.

(B) It shall not exceed one (1) inch in the middle of
the tread nor be less than se\en-sixteenths (7-16) inch in
the throat for wdieels haxdng a maximum weight of six
hundred and seventy-five (675) pounds.

(C) It shall not exceed one (1) inch in the tread nor
be less than one-half 'j inch m the throat for wheels hav-
ing a maximum weight of seven hundred and twenty-five
(725) pounds.

(D) The depth of white iron shall not vary more than
one-fourth (%) of an inch around the tread on the rail
line in the same wheel.

4. When ready for inspection, the wheels must be ar-
ranged in groups, all wheels of the same date being grouped
together, and for each hundred wheels wdiich pass inspec-
tion and are ready for shipment, two representative wheels
shall be taken at random, one of which shall Ije subjected
to the following tests :

The wheels shall be placed flange downward on an anvil
block, weighing not less than seventeen hundred (1.700)
pounds, set an rubble masonry at least two (2) feet deep,
and ha\'ing three supports not more than t'n-e (5) inches
wide to rest upon. It shall be struck centrally on the
hub. liy a weight c,f two hundred (200) pnunds.

(A) For wheels having a maximum weight id six hun-
dred and twenty-fi\'e (625) pranids. ten (10) blnws falling
froiu a height of nine (9) feet.

(B) For wheels ha\-ing a maximum weight nf six hun-
dred and se\-enty-li\e (675) pounds, twelve (12) blnws fall-
ing from a height of ten (10) feet.

(C) h'or wheels having a maximum weight Tif seven
hundred and twenty-five {72S) jiounds. twehe (12) blows
falling from a height of twelve (12) feet.

Should the test wheel stand the gi\-en number nf Idows
without breaking in two or more pieces the drnp test will
be satisfied, and the inspector will then subject the other
wheel to the fcdlnwing test;

The wheel must be laid flange dnwn in the sand, and a
channel way nne and nne-half (I'j) inches wide and
four (4) inches deep must lie molded with green sand
around the wheel. The clean tread nf the wheel must
form one side of the channel way, and the clean flange
must fnrm as much iif the linttnm as its width will co\er.
The channel way must then be fdleil tn the top with molten
cast ir.n. wdiich must lie lint ennugh when pi aired, sn that
the rii g wdiich is fnrnied. when metal is cnld. shall be snlid
or free from wrinkles or layers. The time wdien the pour-

ing ceases must be noted, and two minutes later an ex-
amination of the wheel must be made. If the wheel is
found broken in pieces, or if any crack in the plate extends
through or into the tread, all wheels of the same tape size
as the broken wheel will be rejected,

5. In the drop tests, should the test wheel break in
two or more pieces with less than the required number of
blows, then the second wheel shall be taken from the same
lot and similarly tested. If the second wheel stands the
test it shall be optional with the inspector whether he shall
test the third wdieel or not; if he does not do so, or if he
does, and the third wheel stands the test, the hundred
wdieels shall be accepted as filling the requirements of the
drop test.

6. The lower face of the weight of two hundred (200)
pounds shall be eight (8) inches diameter, and have a flat
face.

7. The thickness of the flange shall be regulated by the
maximum and minimum flange thickness gage adopted by
the M. C. B. Association.

All wdieels furnished under this specification must con-
form to the respective sections shown by M. C. B. draw-
ings for the different weights of wheels, and these weights
shall be as follows :

(A) Wheels for service under 60,000 pounds capacity
cars shall have a maximum weight not exceeding six hun-
dred and twenty-fiN'e (625) pounds and a minimum weight
not less than six hundred and fifteen (615) pounds.

(B) Wheels for service under 80.000-pounds capacity
cars shall ha\e a maximum weight not exceeding six hun-
dred and seventy-five (675) pounds, and a minimum weight
not less than six hundred and sixty-five (665) pounds.

(C) Wheels for service under 100.000-pounds capacity
cars shall have a maximum weight not exceeding seven
hundred and tw-enty-fi\'e (725) pounds, and a minimum
weight not less than seven hundred and fifteen (715)
pounds.

(D) Weights given for the respective wheels men-
tioned in sections A, B and C are based on M. C. B. Stand-
ard drawings covering wheel design adopted in 1909.

8. All wdieels must be numbered consecutively in ac-
cordance with instructions from the railroad company pur-
chasing them and must have the initials of such railroad
company, also the wdieel nunil.ier, the weight of wheel, and
the month, day and year when made, plainly formed on the
inside plate in casting". Xo two wdieels shall have the
same number. .All wdieels shall also have the name of
the maker and place of manufacture plainly formed on the
outside plate in casting.

Wheels conforming to the requirements and furnished
under this specification must have the letters "M. C. B.,
1909" plainly formed on the outside plate in casting.

9. Individual wheels will not be accepted which:

(1) Do not cnnform to standard design and measure-
ments.

(2) Are under minimum weight.

(3) Have physical defect described in Section 2.

If in any lot of 100 wheels submitted to test, the test
wheel fails to meet the requirements of the drop, chill or
thermal test, then all of the wdieels in tape number and
weight corresponding to the test wdieel will be rejected. In
case the rejection is for high chill, weak breaking strength,
or failure in the thermal test, the test will be continued in
the next higher number of tape size; or if the rejection is
for low chill, the test will he continued in the next lower
number tape size.

In any shipment wdiere the a\'erage weight of wdieels is
alio\'c the maximum wei.ght of wheels, the excess weight to
be at the expense of the manufacturer.

In case wdieels are ordered with cores smaller in diameter

174

WHE

CAR BUILDERS' DICTIONARY

WHE

than the standard, the additional weight shuuld l)e con- thereto, drawn thnmgh the point of measurement of

sidered as an addition to the normal wei.ght and paid for "gage nf \\heel.s" to the nuter edge of tread,

by the pnrchaser. 8- — Cuicek" Gage Distanok is the distance measnred

10. All wheels must he taped with M. C. fJ. Standard parallel to the hase line hetween twn lines perpendicu-

design of wheel circumference , tape ha\ing numbers 1, 2, lar thereto, one drawn thriitigh the point of measure-

3, 4, 5 stamped une-eighth ('«) inch ajiart, the figure three nient of "inside gage of flanges" on either wheel, and

(3) to represent the normal diameter, 1(J3(7 inches cir- the other drawn through ]ioint of measurement of

cumference. The figure o-ne (1) the smallest ilianieter :ind "gage of wheels" on mate wheel.

the figure five (5) the largest di.amcter. 9. — (Jvkr All GA(ai is the distance i)arallel to base

Wheel, Solid Steel, Plane Gage for (Al. C. B. Recnv 'i"^' f''""^' "iit'-'r e'l^A' of one wheel to the outer edge

mended Practice), hi.g. 2751. In 1912 a plane gage '■'* ^^'t^' "'''eel

was adopted for the purpose of nieasunng how I he ali.i\e mentioned wheel ga.ge distances are either

much wheels are out of plane. direcll> or by inference as follows:

Wheel, Solid Steel, Rotundity Gage for (il. C. H. ''''"''* fnches.

Recommended Practice)'. Fig 2751. In 1912 a Inside Ga.ge ot b langes 4 5 7-32

rotundity gage was adopted for the purpose of Gage of W heels 4 7 11-16

measuring Uie maximum .listanee that wheels are Thickness of Flange — 1 11-32

out of round. \\"-'tli '-'f Tread - 4 11-32

„,„,.,„,„. , „. . , 1 r r- Ti Check Gage Distance 4 6 29-64

Wheel, Solid Steel, Sizes and Dimensions for i Al. C. b. ^ , ,, ,t ,- , .

.,, , 1 o 1- , T-- TT70 -7 1 V inn ■ yJver All Gage o 4y«

Recommended Practice). Figs. 2773-74. In 1912 sizes ^ ^

, ,. ,- 1- 1 ^ 1 1 1 f t ■ 1,1 Mi.dihed 1909.
and dimensions tor solid steel wheels tor treight

and passenger cars were adopted as recommended Wheel Tread and Flange, Form of (M. C. B. Standard).

practice. Fig. 2695.

Wheel, Steel, Branding of (Al. C. B. l^ecommendcd A form of wheel tread and llange was adopted as

Practice). Fig. 2753. In 1912 a method of branding of a standard of the Association, by letter ballot, in 1.886.

solid steel wheels ^vas adopted. I''"- 'iction of the Association see Proceedings 1882

„ , ,-. r T., ■ T^u- 1 r -D- pages 178 and 179; Proceedings 1886, page 68.

Wheel, Steel, Gage for Measuring Thickness of Rim ' " ' -

■^r r^ -n -n 111-, .• , T' 11 c ^ T 1010 "1 1906 a dcsigu of whccl trcad and Hangc was

(M. C. B. Recommemled Practice). Fig. 2752. In 1912 =- , , ^ . , . " .

, - , , . ^, adopted as Kecommended 1 ractice, jiaving an m-

a gage was adopted tor the purpose of measuring the .,,.., , ,, . . ^,

, , . , . , , ,. . , crease of 's inch on the nange, and a taper m the

thickness ot the rim above the limit of wear grc.ove. .

. , , . . . ., , ,■ ,1 tread ot one m twent\. In 190/ tins was adxanced to

With this gage it is possible to measure direct the ^ i i i ■ i ' ^i i ■ vr vr i iooo

° , , , standard, and is shown on the drawing, .\lodihed 1909

amount of metal necessary to restore the tread to . i i , ■ i ^ r a t

In 1910 a ma-ximum allowable height ot nange for

M. C. E. contour: also to measure direct the amount . , , r i , ,■ ■ i i » . ^ j i

, , . c:ist-iron wheels of I'j inches was adopted as standard,
of service metal remaining above the condemning

limit after the tread is restored to il. C. B. contour. Wheel Tread and Flange for Steel and Steel-Tired

Wheel, Steel-Tired, Tire Fastening for (Al. C. B. Rec- W"^^^!^ 'M. C. B. Recommended Practice). Fig.

ommended Practice i. Fig. 2751. In 1912 the form of -'-'■'■

r ^ • r ,- 1 »■ 1 1 1 1 „ -„ ^r ,.c -i,=of In 19119 the illustration then shown on the drawing

fastening for steel-tired wheels shown eni abo\-e sheet "

, , , was discarded, and the four illustrations now shown
was adopted.

substituted, to .govern service operations for both sti;el

Wheel Timber. A term sometimes applied to a wooden ^j.,j steel-tired wheels under both passenger and

W HEEL Piece. freight cars.

Wheel and Track, Terms and Gaging Points for. Also, that the location of limit of wear of groove he

( M. C. B. Standard.) F'ig. 2695. ;4 inch below the tread face on steel and steel-tired

Standard terms and gaging points for wheels and wdiecls where same have worn to condemning limit,

track were adripted in 1.894 ;is follows: as shown in the illustrations; the shape of the groove

1. — Tk.nck R.mls are the two main rails forming to be as shijwn on these illustrations and measure-

the track. ments to be taken from the horizontal or inside edge

2. — G.\CE OF 'I'r.xck is tlie shortest distance between of same,

the heads of track rails. In 1909 the tread and flange contour for steel and

3. — l'.\SE Line, for wdieel gages, is a line parallel to steel-tired wheels was revised as shi>wn. It is exactly
the axis .if the wheels drawn thrt.ugh the point of similar to the new tread and flange contour for cast-
intersection of tread with a line jierpendicular t.. the j,-,,n wheels from the jioint of the flange to the outside
axis, and jiassing through the center of the thr.iat ,,[ the tread only, and the development of the flange
eurve. from the point t. . the back face of the wheel or tire

4.— Insihe G,w,e of Im.ances is the distance lietweeii ]y^^^ j^.^.,-, niade of such fiu-m that the same mounting

backs of llanges of a pair of mounted wheels measured ;^nj inspecting gage used for cast iron wheels can be

on the base line. used for the new section of steel and steel-tired wdieels.

5.— r,.\G|.: OE Wheels is the distance between the ]n 1912 the thickness of flange f.ir steel and steel-
outside face of flanges ..f a pair of mounted wheels (jred wheels was increased i/32 inch, making the
measured on ,i line parallel to the Ijase line, but s,.s contour to the base line the same as for cast-iron
inches farther from the axis of the wheels. wheels.

6.— TiiiCKXE.ss OE Fl.\nge is the distance measured , a, ■ -0,01, r- nc<; ncT \ . 1
,,„, n I t ti 1 11. .1- r Wheel Truing Brake Shoe. Figs. 1256, 1257. A brake

paiallel to the base line between two lines perpendicu- . . ■ 1 1 1 ,

1 ,, , , ^, , ^, . - shoe with abrasne inserts to grind the wheel tread

lar theret(i, one dr.awn throimii the ])oint ot measure- , •, ■

,„„.,(. f ... ■ 1 t a ' " I il il 1 .'ind llange true to center while m service.

inent of mside gage of flanges, and the other drawn ^

through the point of measurement of "gage of wheels." Wheels, Worn and Chipped Flanges and Treads of.

7.— W^^iDTii OF 'fREAD is the distance measured See f .xterchax'ge of Traffic, Rfi.ES, etc.

parallel to the base line from a line pei-pendicul.ir Wheels, Wrought Steel, for Freight and Passenger

175

WHE

CAR BUILDERS' DICTIONARY

WIN

Service; Specifications Governing Dimensions and
Tolerances for (M. C. B. Recommended Practice).

1. Wheels should be furnished rough bored and
with faced hubs and have a contour of tread and
flange as rolled or machined according to Fig. 2751.
They should conform to dimensions specified within
the following tolerances :

2. Height of Flange.— The height of flanges should
not be more than Ys inch over and must not be under
that specified, or 1 inch.

3. Thickness of Flange. — The thickness of flange
shall not vary more than 1/16 inch over or under
that specified.

4. Thickness of Rim.— The thickness of rim to be
measured between the limit of wear groove and the
top of the tread at the point where it joins the fillet
at throat of flange. The thickness must not be less
than 1J4 inches, but may exceed this amount.

5. Width of Rim. — The width of rim shall not be
more than Ys inch less, nor more than Ys inch over
that specified.

6. Limit of Wear Groove. — The limit of wear groove
to be located as shown in Fig. 2751.

7. Diameter of Bore. — The diameter of rough bore
shall not vary more than 1/16 inch above or below
that specified. When not specified the rough bore
shall be }i inch less in diameter than the finished
bore, subject to the above limitations.

S. Hub Diameter. — The hub may be either ten
inches or eleven inches in diameter as specified, with
a maximum variation of % inch above or below. The
thickness of the wall of the finished bored hub shall
not vary more than % inch at any two points on the
same wheel.

9. Hub Length. — The length of hub shall not vary
more than }i inch over or under that specified.

10. Depression of Hub. — The depression of the hub
must be made so that the distance from the outside
face of the hub to the line AB shall not exceed

I 11/16 inches for wheels used on SYz by 10 inch axles
and under and 1 7/16 inches for wheels used on 6 by

II inch axles.

11. Black Spots on Hubs. — Black spots will be al-
lowed within 2 inches of the face of the hub, but
must not be of such depth that they will not bore
out and give clear metal at finished size of bore.

12. Eccentricity of Bore. — The eccentricity l)ctwcin
the tread at its center line and the rough bore shall
not exceed 3/64 inch.

13. Block Marks on Tread. — The maximum height
of block marks must not be greater than 1/64 inch.

14. Rotundity. — All wheels shall be gaged with a
ring gage and the opening between the gage and
tread at any one point shall not exceed 1/16 inch.

15. Plane. — Wheel shall be gaged with a ring gage
placed concentric and perpendicular to the axis of
the wheel. All points on the back of the rim equi-
distant from the center shall be within a variation
of 1/16 inch from the plane of the gage when so
placed.

16. Tape Sizes. — Wheels shall not vary more than
five tapes under nor nine tapes over the size called
for.

17. Mating. — The tape sizes shall be marked in
plain figures on each wheel. Wheels must be mated

, to tape sizes and sliipped in pairs.

18. Gage. — Gages and tape used shall be M. C. B,
standard as follows :

Wheel circumference measure. Fig. 2696,
Maximum flange thickness gage. Fig. 2695.

Minimum flange thickness gage. Fig. 2695.
Rotundity gage. Fig. 2751.
Plane gage, Fig. 2751.
Service metal gage, Fig. 2752,

19. Branding. — Wheels shall be stamped with date,
heat number, maker's serial number and brand, also
purchaser's name and serial number, if specified. The
branding is to be done according to Fig. 2753.

20. Inspection. — The inspector representing the pur-
chaser shall have free entry at all times, while his
contract is being executed, to all portions of the manu-
facturer's plant. All reasonable facilities and neces-
sary gages shall be afforded the inspector by the
manufacturer to satisfy him that the wheels are being
furnished in accordance with the specifications. All
tests and inspection shall be made at the place of
manufacture prior to shipment and free of cost to
the purchaser. The purchaser shall have the right
to make tests to govern the acceptance or rejection
in their own test room or elsewhere as may be de-
cided by the purchaser.

Samples of rejected material must be preserved at
the laboratory of the purchaser for one month from
date of test report. In case of dissatisfaction with the
results of the tests, the manufacturer must make claim
for a rehearing (should he desire to do so) within
that time. Tests and inspection shall be so conducted
as not to interfere unnecessarily with the operation of
the mill.
Whistle (Signal Apparatus). Fig. 1385. An air whistle

used with the train signal apparatus.
Whistle Reservoir. A small tank or reservoir to store
air for operating a pneumatic signal whistle on elec-
tric motor cars.
Whitworth Gages. See Cylindrical Gages.
Wide Gage. In a general usage, the distance between
the heads of the rails of a railroad when it is slightly
greater than 4 ft. 8Y2 in., in distinction from Broad
Gage, which means a material increase, as to 5 ft.
or 6 ft.
Wide Vestibule. The modern vestibule extends the full
width of the car. The first vestibule extended over
the platform proper (or the width of the end door)
only. When the present-used vestibules began to be
used they were commonly termed wide vestibules and
the older type narrow vestibule. See Vestibule.
Wind Guard (Pintsch Gas Lighting System). A per-
forated brass disc, fitting in globe holder below the
opal globe, and supplied with a small covered hole for
admitting a match or taper when lighting the gas.
Its purpose is, as indicated by its name, to protect the
flame from the action of drafts from below the globe.
Wind Scoop. See Ventilating Jack.
Winding Gear (Pile Driver). Consists of spools and
a spur gear of the ordinary form controlled by a
strap brake and treadle, so that on the release of
the brake the shears attached to the hammer rope
will descend by their own weight and engage with
the hammer eye.
Winding Shaft (Drop Doors of Coal Cars, etc.). 70,
Fig. 320. An iron bar supported by winding shaft
plates or bearings, around which the drop door
chain or hopper chain is wound. It carries a
ratchet wheel and is usually formed with a square
end for applying a wrench or handle to turn it. See
Door Operating Gear.
Winding Shaft Plate. A plate which acts as a bearing
for the winding shaft. See Winding Shaft.

17fi

WIN

CAR BUILDERS' DICTIONARY

WIN

Winding Shaft Ratchet Wheel and Pawl. 66, 67, Fig.
320. The ratchet wheel and pawl attached to the
end of the winding shaft to prevent its turning and
allowing the doors to drop.

Window. Figs. 399, 400, 416, 1450, 1729, 1826. An open-
ing for the admission of light and of air when neces-
sary. It has a frame on the sides, in which are set
movable sashes containing panes of glass. Hence the
window itself, especially in compound words, is often
termed simply the sash. In Great Britain carriage
windows are technically termed lights. Car windows
are now generally made of uniform size throughout.
In sleeping and parlor cars double windows are almost
always used to inclose an air space between them and
prevent radiation of heat and drafts. See also Sash.

Window Balance. Fig. 1740. A device in which a
spring is used instead of a weight to counterbalance
the weight of the sash and glass. See Sash Balance.

Window Blind. A wooden screen composed of a frame
called the sash, carrying slats, placed in a window to
exclude sunshine. Window shades have nearly dis-
placed blinds in first-class passenger cars, blinds being
seldom used except in the saloon or lavatory.

Window Blind Bolt. Fig. 1789. A bolt used for hold-
ing a window blind in any desired position. It en-
ters a window blind bolt bushing or plate.

Window Blind Lift. Fig. 1785. Commonly called
simply blind lift or blind pull. A metal hook fas-
tened to the blind for raising and lowering it, usually
attached to the bottom rail, but in street car blinds,
which are lowered below the window, to the top rail.

Window Blind Mullion. An upright bar in the center
of a window blind sash.

Window Bhnd Pull. See Window Blind Lift.

Window Blind Rest. A wooden strip to fill up the
lower part of the groove in which an upper window
blind slides, and on which it rests when down.

Window Blind Sash. The frame in which the inclined
thin slats of a window blind are held.

Window Blind Slat. See Window Blind.

Window Blind Spring. A Sash Spring.

Window Blind Stile. An upright bar in a window blind
sash.

Window Blind Stop. An Inside Window Stop.

Window Casing. 7, Fig. 1450. A frame which incloses
or surrounds a window.

Window Casing Molding or Window Cap Molding. 20,
Fig. 1450. A molding above a window casing.

Window Cove Molding. Fig. 1450. A small concave
molding around the sides and top of a window on the
inside of a passenger car.

Window Curtain. A cloth or some kind of textile ma-
terial loosely hung over a window to exclude sunshine,
and which can be spread or drawn aside at pleasure.
Curtains of this kind are now little used. See Win-
dow Shade.

Window Curtain Bracket. More commonly simply
curtain brackets, for supporting window shade rollers.
A more correct term would be shade or window shade
brackets, but in common usage, curtain brackets sup-
port shade rollers.

Window Curtain Rings. Fig. 1589. Rings for support-
ing the curtain from the curtain rod.

Window Curtain Roller. More properly, a Shade or
Window Shade Roller.

Window Deflector Ventilator.

Ventilator.

See Dust Deflector and

Window Dust Guard or Deflector. See Dust Di;-
flector.

Window Fastener. A S.\,sh Lock.

Window Frame. Fig. 495. A frame set into the side,
end or roof of a car, into which the window sash fits.

Window Glass. 6, Fig. 1450. Panes of glass used for
windows.

Window Guards. Small rods to act as fenders for the
end windows.

(Postal Cars). Fig. 1715. Metal rods are used on
the outside and wooden rods on the inside of all postal
car windows.

Window Head. Fig. 495. A steel plate placed across
the top of a window opening or a series of window
openings.

Window Latch. A Sash Lock.

Window Lift. See Sash Lift.

Window Lintel. 90, Figs. 423-425. A horizontal strip
on the outside of a passenger equipment car between
the posts and over the window openings.

Window Molding. (Passenger Car Interiors). A
molding used around, or on each side of, a window,
particularly to cover the joint between the panel and
post. It sometimes forms a groove in which a win-
dow or window blind slides, in place of the inside
window stop. ^ ■ ' !

Window Molding Base. An ornament made of wood
or metal attached to the lower end of a window
molding.

Window Molding Joint Cover. A piece of metal or
wood used to cover the joints of window moldings
where two pieces join each other.

Window Panel. 35. Fig. 1450. A panel between
windows.

Window Panel Furring. Horizontal distance pieces
between the window posts to which the panel is
fastened.

Window Post (Passenger Equipment Cars). 58, Figs.
423-425. A side post located between windows, some-
times extending only from the belt rail to the side plate
and sometimes the entire way between the side sill
■ and side plate.
Window Protection Rod or Bar. See Window
Guards.

Figs. 1856, 1853, 1854.
A support for the ends of a

1730-1806.
window.

See Sash Balance,
See Sash Lock.

The frame which

Window Rod Bracket.
Window Rod Bushing.

curtain rod.

Window Sash. Figs.
holds the glass of a

Window Sash Balance.

Window Sash Holder.

Window Sash Lock. See Sash Lock.

Window Sash Lift. See Sash Lift,

Window Sash Rail. 12, Fig. 1450. A horizontal bar in
a window sash.

Window Sash Spring. See Sash Spring.

Window Shade. 13, 14, and IS, Fig. 1450; Figs. 1808-
1817. A window curtain, which is wound on a roller
above the window, in distinction from one which is
drawn aside. In passenger cars window blinds have
been superseded by shades. An automatic shade roller

177

WIN

CAR BUILDERS' DICTIONARY

YOK

is always used, the old-fashioned pulleys and cord
tighteners being practically obsolete.

Window Shade Bracket. Figs. 1815-1817. One bracket
has a circular hole and the other a rectangular one.

Window Shade Roller. Fig. 1818. etc. The cylinder on
which the shade is rolled up, containing within it the
springs which actuate it.

Window Shade Stop. 19, Fig, 1450. That part of a
shade holder which engages with or bears against the
window casing and holds the shade.

Window Shade Thumb Latch. 15, Fig. 1450. Usually
a pair of short bars which, when pinched together
with the thumb and finger, release the mechanism
which locks the shade in a stationary position, per-
mitting it to be raised and lowered.

Window Sill. 40, Fig. 383; 5, Fig. 1450. A horizontal
piece of wood or metal under a window, on which
the sash rests when down.

Window Sill Cornice Board. An ornamental strip
placed on the inside of a passenger car under the
window sill.

Window Sill Molding. A small wooden molding under
an inside window sill. In modern cars it is usually a
belt molding.

Window Spring. See Sash Spring.

Window Stile. 11, Fig. 1450. The upright bars of a
window sash.

Window Stop. 16, Fig. 1450; Fig. 1769. The strips, or
beads, attached to the window posts which hold the
sash in place.

Window Ventilator. See Dust Defi-ECTlr, Ventilator.

Wing Elevator Snow Plow. Fig. 227. See Snow Plow.

Wire Gauze (for Ventilator). A fine netting made of
wire, with which the outside of deck windows and
ventilator openings is covered to prevent the ad-
mission of cinders.

Wiring Diagram (Electric Motor Cars). Fig. 2551.
Used for AC-DC operation on the New Haven. See
Fig. 2560 for wiring of unit switch control, and Fig.
2591 for wiring of two series-parallel controllers and
four motors.

Wood Screw. A small cylindrical bar of iron or steel
with a wood screw thread cut on it and a slotted head
so that it can be turned with a screw driver. A lag
screw is a heavy type of wood screw. It has a
square, instead of a slotted head. See Screw.

Wood Screw Thread. A form of screw thread used for
screws which are intended to screw into wooden ob-
jects. It differs from a metal thread in having the
spaces between the projections wider.

Worm. A helix, like a screw thread, for winding a rope
or a chain upon or for driving a spur wheel.

Worn Couplers, Gage for. See Automatic Car Coupler.

Worn Flat (Car Wheels). Under the rules for the in-
terchange of traffic this defect is defined to be irregu-
lar wear under fair usage, due to unequal hardness
of the tread of the wheel, and to be carefully dis-
tinguished from slid flat, which is a defect pro-
duced by the slipping of the wheels from excessive
brake pressure. See Wheels and Interchange of
Traffic.

Wreck Chain. Figs. 2659, 2662, 2665, 2670, etc. A chain
used for hauling and lifting purposes at wrecks.

Wreck Chain Repair Link. Fig. 2659. A device for
making quick temporary repairs to a broken chain.

Wreck Train Equipment. Figs. 2644-74 and Pages 886,
887 and 888. The cars and tools used in clearing
wrecks. The train usually consists of a steam wreck
crane, a bunk or sleeping car, a kitchen and dining
car, cars for carrying spare trucks, and cars for carry-
ing tools and blocking.

Wrecking Crane or Wreck Crane. Figs. 210-212. A
powerful crane mounted on trucks and operated usu-
ally by steam but in some cases by electricity, for use
in clearing up wrecks.

Wrecking Frog. Figs. 2648, 2650. A Car Replacee.

Wrecking Hook. Figs. 644, 2655. A hook which can
be attached to an automatic coupler and will allow a
chain to be used in pulling the car.

V/rench. A contrivance for screwing and unscrewing a
nut. A monkey wrench is adjustable to take nuts
of various sizes. A socket wrench is one having a
cubical cavity to receive a square end. A Spanner
is a wrench for use on round or many-sided nuts,
like hose couplings, to which lugs or slots are added
for engaging with tlie wrench.

Wrought Steel Wheels, Specifications for. See Wheels,
Wrought Steel. Specific.xtions for.

Yale Lock. Fig. 1659. Named after its inventor. It
has pin tumblers instead of lever tumblers or other
style of lock. The key does not engage the bolt as
in other locks, but the bolt is engaged by a cam at-
tached to the rear of the lock, wdiich in turn is actu-
ated by the key. The key is bitted on its upper edge
to engage with pin tumblers contained in the cylinder.
The original flat key has been superseded by the cor-
rugated and the paracentric forms. The key raises
the pin tumblers to the proper height and is then able
to rotate the plug in the cylinder, thus to actuate the
lock. Advantages of tlie Yale lock are its compact-
ness, simplicity, security, small size of key and un-
equaled capacity for key changes. It is made in a
great variety of forms adapted to all uses.

Yoke. A pocket strap, U-shaped, which contains the
spring and follower plates of a drawbar. It is the
means of attaching the drawbar to the draft gear.
See Automatic Car Couplers (Miscellaneous M. C.
B. Standards), and Coupler Yoke,

178

ILLUSTRATED SECTION

A synopsis or index of the Illustrated Section is hardly necessary because the
items in the Dictionary contain exact references to the illustrations and afiford a ready
means of referring to them. Roughly, the Illustrated Section is arranged as follows;
General photographs of freight and passenger train cars; floor plans of passenger train
cars; general drawings of freight and passenger train cars; underframe and framing
details for both classes; couplers, draft gear and all exterior parts of the body; trucks
and air brakes; interior details; car heating and lighting; motor cars; wrecking equip-
ment and Master Car Builders' standards.

Figs. 1-3

FREIGHT CARS; Box, All-Steel— General Views.

201

Fig, 1— All-Steel 50-Ton Capacity I'mix Car. Weight, 37,400 lbs.; Inside Cength, 40 ft.; Inside Width,
8 ft. lO'.s in.; Inside Height, 8 ft. 2 in. liuilder, LTninn racilic Railroad Cnniiianj'.

(,Vri' Fi:^s. 261 aiij 26.; for (,cncral I trwwiii!^!.)

Fig. 2— All-Steel 15-Ton Capacity Box Car. Weight, 20,000 lbs.; Inside Length, 25 ft.; Inside Width,
7 ft. 7 in.; Inside Height, 6 ft. 9 in. Builder, The Gregg Co.. Limited.

Fig. 3— All-Steel 50-Ton Capacity Box Car. Weight, 39,000 lbs.; Inside Length, 36 ft.; Inside Width,
9 ft. 6 in.; Inside Height, 8 ft. Builder, Summers Steel Car Co.

iScc Figs. 263-266 for General Praieiiigs of Similar Cor.)

202

FREIGHT CARS; Box, Steel Frame— General Views.

Figs. 4-6

Fig. 4 — Steel Frame 40-Ton Capacity Phosphate Box Car. Weight, 46,000 lbs.; Inside Length, 31 ft, 9fi
in.; Inside Width, 8 ft, 8 in.; Inside Height, 10 ft. 3 in. Ijnilder, iIiddleto^vn Car Co.

Fig. 5 — Steel I'rame 40-Ton Capacity Box Car.
8 ft. 6 in.; Inside Height, 8 ft.

Weight, 37,100 lbs.; Inside Length, 36 ft.; Inside Width,
Builder, .American Car & Foundry Co.

Fig. 6— Steel Frame 40-Ton Capacity Box Car, Fowler Patents. Weight, 36,400 lbs.; Inside Length, 36
ft.: Inside AVidth, 8 ft. 61-2 in.; Inside Height, 8 ft. O'-l. in. Builder, Canadian Car & Foundry Co,

I Sec /'/,i;,t. 2')7 ,ni<l 26S for Gene:-.:' p-—.: .. „. \

Fiffs. 7-9

FREIGHT CARS: Box, Steel Underframe— General Views.

203

Fig. 7— Steel Underframe 40-Toii Capacity Box Car. Weight. 39,400 lbs.; Inside T-ength, 40 ft.: Inside
AA'idth. 8 ft. 6 in.; Inside Height, 8 ft. 8 in. Builder, Western Steel Car & I'oundry Cc.

iScc Fig. 273 for Gcncr.il nr,r,c::ig.<.)

Fig. 8 — Steel Underframe 30-Ton Capacity Box Car. Weight, 35,700 lbs.; Inside Length,
Width, 8 ft. 6 in.; Inside Height, 8 ft. Builder, Pressed Steel Car Co.

36 ft.; Inside

Fig. 9— Steel Underframe 40-Ton Capacity Bo.x Car. Weight, 37,300 ll)s.; Inside Length, 36 ft.; Luide
AA'idth, 8 ft. 6 in.; Inside Height. 8 ft. Builder, American Car & Foundry Co.

(.Vi-i- Fi:^s. 280 ami 2SI for Cciu-rul Drazvings.')

204

FREIGHT CARS; Box and Automobile— General Views.

Figs. 10-12

Fig. 10— Steel Underframe 50-Ton Capacity Box Car. Weight, 44,400 lbs.; Inside Length, 40 ft.; In-
side Width, 9 ft. 1 in.; Inside Mei.uht. 9 ft. i'j in. Bnilder, American Car cS; Fonndry Co.

Fig. 11— AVooden 40-Ton Capacity Box Car with Steel Center Sdls. Weight, 36,600 lbs.; Inside Length,
40 ft.; Inside Width, S ft. 7 in.; Inside Height, 7 ft. 9;/- in. Bnilder Haskell & Barker Car Co.

Fig, 12— Steel Frame 40-Ton Capacity Box Car for Automobile Traffic, Weight, 39,100 lbs.; Inside
Length, 40 ft. 6 in.; Inside Width, 8 ft. 6 in,; Inside Height, 9 ft. 3 in. Builder, American Car &
Foundry Co.

(Sec Fig. 272 fur General Drawings.)

Figs. 13-15

FREIGHT CARS; Automobile— General Views.

205

Fig. 13 — Steel Underframe 30-Ton Capacity Box Car for .\utoniobile Traffic,
side Length, 36 ft.; Inside Width, 8 ft. 6 in.; Tn.side Height, 8 ft. Euih
Car Co.

Weight, 38,000 ll)s.; In-
er. The Barney & Smith

Fig. 14 — Steel Underframe 40-Ton Capacity Bo.x Car for Antomo1)ile Traffic. Weight, 39,000 ll)s.; In-
side Length 36 ft.; Inside Widtli. 8 ft. 6 in.; Inside lleiglit, 8 ft. 6'i in. Builder, The Barney
& Smith Car Co.

Fig. 15— Steel Underframe 40-Ton Capacity Box Car for Automobile Traffic. Weight, 41,400 lbs.; In-
side Length, 40 ft.; Inside Width, 8 ft. 6 in.; In,-,ide Height, 8 ft. Builder, Haskell & Barker
Car Co.

16

FREIGHT CARS; Hopper— General Views.

Figs. 16-18

Fig. 16— All-Steel 57" i-Ton Capacity Hopper Car. Weight, 41,800 lbs.; Inside Length, 30 ft. 0^-:; in.;
Inside Width, <> ft, 2 in. Capacity Level Full, Cubic Feet, 1.590. Builder, The Barney & Smith
Car Co.

I.S'i-i- Fins. 290-292 for C-iu-ral Ura7^'iiigs.)

Fig. 17 — All-Steel 50-Ton Capacity Covered Hopper Car for Brewery Products. Weight, 43,500 lbs
Inside Length. 36 ft.; Inside AA'idth. 8 ft. 6 in. ISuihler. .American Car & Foundry Co.

I.VlT l-igs

Fig. 18— All-Stecl 50-Ton Capacity Hopper Car. Weight, 43,600 lbs.; Inside Length, 31 ft. 6 in.; Inside
A\"idth. 9 ft. 4 in. Capacity Level Full. Cubic Feet. 1,790. Builder, Pressed Steel Car Co.

Figs. 19-21

FREIGHT CARS; Hopper— General Views.

207

Fig. 19— All-Steel 50-Tou Capacity Hopper Car fur Phosphate Traffic. Weight, 42,000 lbs.; Inside

Length, 34 ft.: Inside ^\'idth, '» ft. l.\s in; Length Over End Sills, 37 ft. 2 m.; Height, Rail to Top

of Bod\', 9 ft. 83-4 in.; E.xtreme Height, 11 ft. 1'; in. Capacity Level Lnll, Cubic Feet, 1,615.
I'uikler, The Barney & Smith Car Co.

Fig. 20— .\1I-Steel 40-Ton Capacity Hopper Car. Weight, 36,600 lbs.; Inside Length, 30 ft. 0;4 in.; In-
side Width, 9 ft. Sy, in.; Length Over End Sdls, 30 ft. 6 in.; Height, Rail to Top of Bod}^, 9 ft.
10 in.: Extreme Hei.ght, 10 ft. 3'2 in. Capacity Level Full, Cubic Feet, 1,610. Builder, American
Car & Foundry Co.

Fig. 21— All-Steel SO-Ton Capacity Hopper Car. Weight, 36,800 lbs.; Inside Length, 30 ft.; Inside
Width, 8 ft. ') in.: Length Over End Sills, 33 ft. 3 in.: Height, Rail to Top of Body, 10 It. 8 in.:
Extreme Height. II ft. 4 in. Capacity Le\"el Indl, Cubic l-'eet, 1,858. Builder, Cambria Steel Co.

:08

FREIGHT CARS; Hopper— General Views.

Figs. 22-24

Fig. 22— All-Steel SO-Ton Capacity Hopper Car, Weight, 44,000 lbs.; Inside Length, 32 ft.
Width, 10 ft. Capacity Level Full, Cubic Feet, 1,450. Builder, Summers Steel Car Co.

(Sec Fig. 299 for General Drazi'ings.)

Inside

Fig. 23 — Steel-Frame 50-Ton Capacity Hopper Car.
side Width, 8 ft. 9.'/2 in. Capacity Level Full

Weight, 38,600 lbs.
Cubic Feet, 1,595.

Inside Length, 30 ft. 9 in.; In-
Builder, Middletown Car Co.

Fig. 24— All-Steel 10-Ton Capacity Twin-Hopper Car. Weight, 14,800 lbs.; Inside Length, 13 ft.; Inside
Width, 6 ft. 6 in. Capacity Cubic Feet, 225. Builder, The Kilbourne & Jacobs Mfg. Co.

Figs. 25-27 FREIGHT CARS; Hopper and Coke— General Views.

209

Fig. 25 — Steel-Frame 42'j-Ti-in Capacity Hopper Car. Weight, 37,700 lbs.; Inside Length, 32 ft.; Inside
AN'idth, 8 ft. 11 in. Capacitj- Level Inill, Cubic Feet, 1,450. Builder. American Car & Foundry Co.

Fig. 26— .-Vll-Steel 50-Ton Capacity Hopper Car for Coke Traffic. \Vei,oht, 47,500 lbs,; Inside Length,
40 ft. 5 in.: Inside Width. 9 ft. 7 in. Builder, Pressed Steel Car Co.

Fig. 27— All-Steel SO-Ton Capacity Hopper Car f(,r Coke Traffic. Weight, 45,600 lbs.; Inside Length,
40 ft. 2 in,; Inside Width, 9 ft. 6 in. Capacity Level Full, Cubic Feet, 2,508. Builder, Cambria
Steel Co.

210

FREIGHT CARS; Coke— General Views.

Figs. 28-30

'TgA

mm, 1 J

I

"j

i 11

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s^

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j911

i ^ . "^^ '■ ■■■ ■

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^^^

^^^SSSB

Fig. 28— All-Steel 40-Ton Capacity Hopper Car for Coke Traffic. Weight, 41,000 lbs.: Inside Length,
40 ft. 2'4 in.; Inside Widtli, 9 ft. 5 in. Builder, American Car & Foundry Co.

IS.',- Fig\. 294 anil 296 for General Drateingx. )

1

£g||[HHri1

K

■ ■ix^

^-*^ w^«^4E2^ ^^^T^^^^^ -— --"--^^..^^u^

b

\

Fig. 29— AU-Steel 50-Ton Capacity Hopper Car for Coke Traffic. Weight, 46,700 lbs.; Inside Lensth,
40 ft. l",s in.; Inside A\'idth, 9 ft. 6 in. Capacity Le\el Indl, Cubic Feet, 2,683. Builder, Cambria
Steel Co.

I See Fit;. 297 fer Geaeral I'r,.-e:n!^s.)

^

^

f

•1«

;-- ■ •C.LS.4E. ^
10083

^

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Fig. 30— All-Stccl .50-Ton Capacity Hopper Car for Coke Traffic, Weight, 47,600 lbs.; Inside Length,
38 ft. 6]-: in.; Inside Width, >) ft. 3'-.. in. Capacity Level Full, Cubic Feet, 2,149. Builder, Amer-
ican Car iK: I'oundry Co.

Figs. 31-33

FREIGHT CARS; Ore— General Views.

211

Fig. 31— All-Steel 60-Ton Capacity Ore Car. W'ei-lit, 42.300 lbs.: Inside LenHtli, 2i ft. lO.'s in.: Inside
Width, 9 ft. 10 in.; Inside Heiglit, 6 ft. 9'^ in. lUiilder, Pre^^sed Steel Car Co.

(.V,-i- Fig. }]0 fur Ccn-rul Drawiuss.)

Fig. 32— All-Steel 50-Ton Cai)acity CJre Car. Wei-lit. ,M.300 lbs.; Inside Length, 16 ft. 11 in,; Inside

Width, X ft, 6 in, Ilnikler, Snmniers Steel Car Co,

iScc I'ig. ,!11 /.,!- liciwr,,! /)ivti'i;i,!;o, I

Fig. 33— All-Steel 50-Ton Capacity Ore Car, Wei.^dlt, 32,600 lbs,; Inside Lengtli, 17 ft. 1 in,; Inside
\Vidth, 8 ft, 6 in. Capacity Level Lull, Culiic Leet, 650, lUiilder, Pressed Steel Car Cm.

212

FREIGHT CARS; Ore and Convertible— General Views.

Figs. 34-36

Fig. 34— All-Steel SO-Ton Capacity Ore Car.
Weight, 32,000 lbs.; Inside Length, 18 ft.
10 in.: Inside Width, 8 ft. 6 in. Builder,
National Dump Car Co.

Fig. 35— Hart Convertible Car with One-Half of
Floor Raised, Showing Method of Con-
verting from Side to Center Dump. The
End Boards are iUoved in so that the In-
side Length of Car, When Used as a Center
Dump, is the Length of the Raised Portion
of Floor.

(See Fig. 312 for Gcucriil Di'azvings.)

{Sec also Fig. 40.)

Fig. 36— -All-Steel SO-Ton Capacity Ore Car. Weight, 31,500 lbs.
Width, 7 ft. 10 in. Builder, American Car & Foundry Co.

Inside Length, 20 ft.

in.; Inside

Figs. 37-40

FREIGHT CARS; Convertible Gondola— General Views.

213

Fig. 37— Hart Convertible Car
Arranged for Side Dumping
with Ballast Plow.

Fig. 38 — Hart Convertible Car
Arranged as Flat Bottom
Gondola.

Fig. 39 — Hart Convertible Car
Arranged for Center Dump-

When used for Side Dumping Ballast, the Sides, which are Hinged at the Top, maj' be Unlocked
and Locked at the Bottom as Desired. The Steel Apron Shown in Fig. 37 is Hinged to the End Sill of
the Car and Bridges the Space to the Next Car, Providing a Continuous Surface for the Plow. The
Part of the Floor Shown as Raised in Fig. 39 is Hinged for this Purpose, and the Ends of the Car are
Movable, as Shown. The Center Dump Hopper is Permanently Attached to the Car and the Doors are
Operated Through a System of Winding Rods and Chains by the Lever Shown on the Left of the
End Sill in Figs. 38 and 39. Li the Latter the Apron is Shown Turned Back Out of the Way.

[Sec also Fig. 40.)

Fig. 40 — Steel Underframe SO-Ton Capacity Hart Ccuivertible Car. Weight, 41,800 lbs.; Inside Length
(as Gondola), 40 ft.; Inside Width, 8 ft. 9 in.; Inside llei.ght, 3 ft. 6 in. Builder, Rodger Bal-
last Car Co.

214

FREIGHT CARS; Gondola— General Views.

Figs. 41-44

Fig. 41 — All-Steel 50-Ton Capacity Drop-Bottom Gondola Car. Weight. 43,300 lbs.; Inside Length,
40 ft,; Inside W'idth, 9 ft, 6 in,; Inside Height, 4 ft. 3 in. Builder, National Dump Car Co.

(.yi-c Fins. 3)6 uikI 31X for (Jciicral nrazi-ings.)

Fig. 42 — Drop-Bottom Gondola Car with Doors Fig. 43 — Drop- Bottom Gondola Car with all Doors
Open on One Side, Ojien. lUiilder, National Dump Car Co,

(See also Fig. 41.)

Fig. 44 — Steel Underframe 50-Ton Capacity Side-Dump Gondola Car. Weight, 41,600 lbs.; Inside
Length. 33 ft. 5 in,; Inside Width. 8 ft, 6 in,; Inside Height, 4 ft, 8 in. Builder, American Car
& Foundry Co,

Figs. 45-47

FREIGHT CARS; Gondola— General Views.

215

Fig. 45 — Steel I'nderframe 50-Ton Capacity Drop-Bottom Gondola Car. Weight, 41,000 lbs.; Inside
Length, 40 ft.; Inside Width, 9 ft, 3 in.; Inside Height, 4 ft. 1 in. Builder, Ralston Steel Car Co.

(.fi-i- Fig-i. .117 ami 319 for General Drateiiig.f.)

Fig. 46— Steel Underframe SO-Ton Capacity Drop-Bottom Gondola Car. Weight 41,000 lbs.; Inside
Length, 40 ft.; Inside Width, 9 ft. 3 in.; Inside Height, 4 ft. 6 in. Builder, Ralston Steel Car Co.

Fig. 47— Wooden 42i^-Ton Capacity Hopper-Bottom Gondola Car. Weight, 40,700 lbs.; Inside Length,
36 ft.; Inside Width, 8 ft. 6V, in.; Inside Height, 4 ft. 3 in. P.uilder, .-Vmerican Car & Foundry Co.

216

FREIGHT CARS; Gondola— General Views.

Figs. 48-51

Fig. 48— All-Steel SO-Ton Capacity Drop-Bottom Gondola Car. Weight, 43,200 lbs.; Inside Length, 40
ft.; Inside Width, 9 ft. 4 in.; Inside Height, 4 ft. 6 in. Builder, Pressed Steel Car Co.

Fig. 49 — All-Steel SO-Ton Capacity Drop-Bottom Gondola Car. Weight, 40,300 lbs.; Inside Length, 40
ft.; Inside Width, 9 ft. 634 in.; Inside Height, 4 ft. 2 in. Builder, Pressed Steel Car Co.

Fig. 50— All-Steel 50-Ton Capacity Drop-Bottom Gondola Car. Weight, 37,700 lbs.; Inside Length. 40
ft.; Inside Width, 9 ft. 7 in.; Inside Height, 4 ft. 2 in. Builder. Cambria Steel Co.

(Sec Figs. 321-323 for General Draivings.)

Fig. 51— All Steel SO-Ton Capacity Drop-Bottom Gondola Car. Weight, 36,900 lbs.; Inside Length, 35
ft.; Inside \Vidth, 9 ft. 2 in.; Inside Height, 4 ft. 2 in. Builder, American Car & Foundrv Co,

Figs. 52-55

FREIGHT CARS; Gondola— General Views.

217

Fig. 52 — Steel Frame 55-Ton Capacity Solid Bottom Gondtila Car with Drop Ends. Weight, 46,000
lbs.: Inside Length, 46 ft.; Inside AA'idth, 8 ft. 9 in.; Inside Height, 2 ft. 6'4 in.; Capacity Level
Fnll. Cubic Feet, L0L5. Builder, Pressed Steel Car Co.

Fig. 53— .\11-Steel 50-Ton Capacity Solid Bottom Gondola Car. Weight, 34,500 lbs.; Inside Length, 40
ft.; Inside Width, 9 ft. 41% in.; Inside Height. 4 ft. Builder, .-Vmerican Car & Foundry Co.

(Sec Fig. 334 for General Drawings.)

Fig. 5A — Steel Frame SO-Ton Capacity Solid Bottom Gondola Car with Drop Ends. Weight, 52,000
lbs.; Inside Length. 40 ft. 8 in.; Inside Width, 8 ft. 9'4 in.; Inside Height, 2 ft. 6^ in.; Capacity
Level Full, Cubic F'eet, 897. Builder, American Car & Foundry Co.

Fig. 55 — Steel Underframe 50-Ton Capacity Low Side Solid Bottom Gondola Car. A\'eight. 42,700 lbs.:
Inside Length, 36 ft. 4 in.; Inside Width, 8 ft. 9 in.; Inside Height, 1 ft. Capacity- Level Full,
Cubic Feet, 319. Builder, .Middletown Car Co.

218

FREIGHT CARS; Dump-General Views.

Figs. 56-57

Operated by the Cvlinder S own Us'.rConr ,"? " ^ '" ^'^^ ^""^'^'"«^ Mechan.sm ,s

the Wheels to Avoid Injury wh n th Load "s dT^h" T J,'" ^°"''"^' ^"'^^^ ^^^ ^'-^^^ I-^e
Position During Transit. Builder FLHuo^L'theTco ^ '''"'"^ "^''^ "^^ ^^'- ^'°<^>- '"

57— Dumping Position of the Two-Way Side Dnm„ r' c,
.s 49 Degrees. The Body Bolsters, o/caf Sttl -la" C' mU" ^'f

': L rr d"^' ''^'■'"'^' '"^'"^' ^'- ^-^*^- Conu n ^'"^^^^'

as the boay Dumps,

Loil Springs Which

56. The Dumping Angle
with Them Center Plates,

-Absorb the Shock

Figs. 58-59

FREIGHT CARS; Dump— General Views.

219

Fig. 58 — All-Steel 30-Ton Capacity Two-Way Side Dump Car Operated by Compressed Air. Inside
Length, 24 ft.; Inside Width, 9 ft.; Inside Height, 2 ft.; Capacity Level Full, Cubic Feet, 432; Distance
Between Truck Centers, 16 ft.; Wheel Base of Trucks, 5 ft. 4 in.; Height, Rail to Top of Car,
7 ft, 9y'2 in. A storage Reservoir Receives Air Directly from the Air Brake Train I^ine. Each
Dumping Cylinder is Charged with Air Through a Vertical Valve Located on the Side of the Cyl-
inder. .An Operating Pipe, Supplied from the Reservoir and Extending Beneath the Car, Has a
Port to This Valve. To .Admit .Air to the Cylinder and Dump the Car This Pipe is Cliarged Witli
.Air, the Pressure Operating the Valve and .Allowing .\ir to Pass from the Reservoir to the Dump-
ing' Cylinder. Builder, Tlie Kilbourne & Jacobs ^Manufacturing Cri.

Fig. 59 — Dumping Position of the Two-Way Side Dum]) Car Sh(n\n ni I ig 58. The Car is Dumped
by the Cylinder on One Side and Righted by the Corresponding Cylinder on the Opposite Side.
The Angle of Dump is 44 Degrees. The Bod}- is Locked to the Lbiderframe to Prevent .Acci-
dental Dumping While in Transit,

220

FREIGHT CARS; Dump— General Views.

Figs. 60-63

Fig. 61 — Dumping Position.

Fig. 60 — Position Wliile In Transit.

Six Cubic Yards, 8,500 lbs. Capacity Dump Car for Contractor's Service. Builder, Continental Car &

Equipment Co.

Fig. 62 — End View of King-Lawson Dump Car
Shown in Fig. 63.

Fig. 63 — King-Lawson All-Steel 40-Ton Capacity Two-VVay Side Dump Car. Builder, iiliddletown

Car Co. , , ,

Figs. 64-67

FREIGHT CARS; Dump— General Views.

221

Fig. 64 — Dumping Position.

Fig. 65 — Position While in Transit.

Seven Cubic Yards Capacity Two-Way Side Dump Car for Contractor's Service. Builder, Russel Wheel

& Foundrv Co.

Fig. 66 — Dumping Position of Two- Way Side Dump
Car for Contractor's Service. Builder, Ralston
Steel Car Co.

Fig. 67 — AU-Steel 12 Cubic Yards Capacity Two-Way Triple Body Side Dump Car. Builder, Arthur

Kopple Co.

222

FREIGHT CARS; Flat— General Views.

Figs. 68-71

Fig. 68 — Steel Frame 40-Ton Capacity Flat Car. Weight, 33,100 lbs,; Length of Platform, 41 ft, 6 in,;
Width of Platform, 9 ft,; Height, Rail to Top of Platform, 4 ft, 2)4 in. Builder, Canadian Car
& Fonnclr}' Co,

(Sec Fig. ?'-i2 for General Drazriiigs)

Fig. 69 — Steel Frame 30-Ton Capacity Flat Car. Weight, 24,200 lbs. Builder, The Barney & Smith

Car Co.

Fig, 70— Steel I'rame 50-Ton Capacity Flat Car. Weight, 37,900 lbs.; Length of Platform, 34 ft, 2 in.;
Width of Platform, ,S ft, 10 in.; Height. Rail to Top of Platform, 4 ft. 2 in. Builder, American
Car & Foundry Co.

Fig. 71— Steel Frame 75-Ton Capacity Flat Car. Weight, 44,000 lbs.; Length of Platform, 34 ft. 6)4 in.;
Width of Platform, 10 ft,; Height, Rail to Top of Platform, 3 ft. 2 in. Builder, American Car
& Foundry Co.

Figs. 72-75

FREIGHT CARS; Flat— General Views.

223

Fig. 72— Steel Frame 100-Ton Capacity Four-Truck Flat Car. Weight, 90,000 lbs.; Length of Platform,
70 ft. 7 in.; Width of Platform, 8 ft. 6 in. KuiUler, ^IcGuire-Cummings Alanufacturing Co.

Fig. 73— Steel Frame 50-Ton Capacity Flat Car. Weight, ,39,500 lb.s.; Length of Platform, 40 ft.; Height,
Rail to Top of Platform, 4 ft. Oyk in. Builder, I'ressed Steel Car Co.

Fig. 74_Steel hrame 40-Ton Capacity I-dat Car. Weight, .30,700 lbs.; Length of Platform, 40 ft.; A\"idtli
of Platform, ,S ft. 6 in. liuilder. The Haskell & Barker Car Co.

^..w^^^ —

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^^— 1

^M^v

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w-'^^W

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^^^^

Fig. 75- Steel Frame 40-T<,n Capacity Flat Car. Weight, 29,400 lbs.; Length of Platform, 42 ft.; Width
of Platform, 9 ft. (j\\ in.; Height, Rail to Top of Platform, 3 ft. lO^.x in. Budder, Western Steel
Car & Foundry Co.

i.sv,- ri;

i\i for Cc

224

FREIGHT CARS; Flat and Logging— General Views. Figs. 76-78

Fig. 76— Steel Frame Flat Car for Transportation of Sugar Cane. Builder, The Gregg Co., Limited.

Fig. 77 — Steel Frame 30-Ton Capacity Flat Car for Loading Logs from Mountain Side. Weight,

30,700 lbs. Builder, Seattle Car & Foundry Co.

Fig. 78 — Wooden Logging Car Constructed for Carrying 20 ft. Logs. Builder, Russel Wheel &

Foundry Co.

Figs. 79-81

FREIGHT CARS; Logging— General Views.

225

Fig. 79— Steel Frame 30-Ton Capacity Logging Car. Weight, 15,000 lbs. Builder, American Car
Foundry Co.

Fig. 80— Forty-Ton Capacity Logging Car. Weight, 19,000 lbs.; Length Over Timber, 40 ft.; Distance
Between Bunk Centers, 24 ft. Builder, Seatt le Car & Foundry Co.

Fig. 81 — Wooden Logging Car for Double Length Logs. Builder, Russel Wheel & Foundry Cc

226

FREIGHT CARS; Tank— General Views.

Figs. 82-84

Fig. 82— Steel Frame Tank Car, Capacity, 8,000 [mperial Gallons or 40 Tons. Weight, 44,900 lbs.;
Length of Tank, 33 ft. 6 in.; E.xtreme Height from Rail, 13 ft. S in. Builder, Canadian Car &
Foundr}' Co.

I Set- fig, .U9 for General Dranuiii^s. t

Fig. 83 — Steel Frame Tank Car.

Capacity. 12,000 U. S. Gallons or
Builder, Pressed Steel Car Co.

100,000 lbs. \^'eight, 45,400 lbs.

Fig. 84— Steel Frame Tank Car with Three Compartments. Capacity. 10.000 U. S. Gallons or 80,000
lbs. lUiilder, ilcGuire-Cummings ^laiuifactu ring Co.

Figs. 85-87

FREIGHT CARS; Tank— General Views.

227

Fig. 85 — Steel Frame Tank Car with Wcioden Tank for Vinegar Transportation. Capacity, 8,250 U. S.
Gallons: Weight. 39,000 lbs. Bnilder, McGuire-Cnnimings Manufacturing Co.

Fig. 86— Steel I-Vame Tank Car, Capacity, 8,000 U. S. Gallons. Builder, Pressed Steel Car Co.

Fig. 87— Steel Frame Tank Car, Capacity. 8,000 U. S. Gall ns ci SU.OOO lbs,, W cr.,ht, 1i,300 lbs. Builder,

Tlie Kennicdtt Co.

228

FREIGHT CARS; Tank and Stock— General Views.

Figs. 88-90

Fig. 88— Van Dyke Patent Tank Car, Capacity, 10,000 U, S. Gallons.

(Sec Fig. 3S5 for General Draieiiigs.)

'mfiim^^iX^.

C^.AL'SSBN V SONS CHICAGO

PiCKLB Tank Car No. 2:

Fig. 89 — Three Compartment 30-Ton Capacity Tank Car for Pickle Transportation. Weight, 37,300

lbs. Builder, Middletown Car Co.

Fig. 90— Steel Underframe 50-Ton Capacity Stock Car. Weight, 47,400 lbs.; Inside Length, 35 ft. 11 "4
in.; Inside Width, 8 ft. 5'4 in.; Inside Height, 8 ft. O'.t in. Builder, American Car c& Foundry Co.

Figs. 91-93

FREIGHT CARS; Stock— General Views.

229

Fig. 91 — Steel Frame 40-Ton Capacity Stt)ck Car, Weight, 35,000 ilxs.; [nsiJe Len.gth, 36 ft. 6 in,; Inside
^Vidtll, S ft, 6 in,: Inside lleigdit, 7 ft. 3 in, Bnilder, American Car & I^'cmndry Co,

Fig, 92 — Steel Frame 40-Ton Capacity Drop Bottom C.cneral Service Car. Weight. 45,400 lbs,: Inside
Length, 40 ft,: Inside Width, 8 ft, K in,: Inside Heiglit, 7 ft, 9 in. linilder, National Dnmp Car Co.

iSc- Fii;i. 3i6 and 3S7 for Cau-ral nrcu':ns;s.)

Fig. 93 — Steel Underframe 30-Ton Capacity Drop Bottom General Service Car. Weight, 40,000 lbs.
Inside Length, 36 ft.: Inside Width, 8 ft. 6 in.: Inside Height, 8 ft. Builder, Ralston Steel Car Co,

(See Figs. 358 and 3.S9 fur Genera! Drazcings.)

230

FREIGHT CARS ; Stock and Poultry— General Views.

Figs. 94-yb

Fig. 94— Steel Frame 40-Ton Capacity Stock Car. Weight, 40,000 lbs.: Inside Length, 40 ft. 0>i in.
Inside Width, 8 ft. 0'4 in.; Inside Height, 8 ft. I'inilder, American Car & Fonndry Co.

Fig. 95— Steel Underframe 10-Ton Capacity Poultry Car. Weight, 43.000 lbs.; Inside Length, 36 ft.;
Number of Coops, 128. Builder, American Car & Foundry Co.

Fig. 96 — Wooden Poultry Car with Clere-story. Builder, Wason I\Ianufacturing Co.

Figs. 97-99

FREIGHT CARS; Poultry and Horse— General Views.

231

Fig. 97— Steel Underframe 10-Ton Capacity IV.nltry Car with Clere-story. AYeight, 44,200 lbs.; Inside
Length, 36 ft.; Xumber of Coops, 128. Builder, .American Car & Foundry Co.

iScc Fit:. 369 /",./■ General Drawiugs.)

Fig. 98 — Wooden Poultry Car without Coops. Builder, Milwaukee Refrigerator Transit & Car Ci

Fig. 99 — Steel Underframe E-\pre.ss Car for the Transportation

facturing Co.

Ilnr.ses. Builder. The Wason i\fanu-

232

FREIGHT CARS; Horse— General Views.

Figs. 100-101

Fig. 100 — Wooden Express Car for the Transportation of TTorses. Builder, Tlie W'ason ]\Ianufactur-

ing- Co.

Fig. 101— Interior View of Car Shown in Fig. 100 with Stall Partitions in Place.

Figs. 102-105

FREIGHT CARS; Horse— General Views.

233

AHMS PALACE HORSE CAR ca
CHICAGO.

IT

Fig. 102— Arms (Burton) Perfected Horse Car with 16 y\djustable Stalls. Inside Length, 44 ft.

Fig. 103 — Interior View of Car Shown in Fig. IDS,
Showing Stall Partitions Folded.

Fig. 10-1 — Interior View of Car Shown in Fig. 105,
Showing Stall Partitions as Arranged when
Car is Loaded.

Fig. 105 — Steel Express Car for Transportation of Horses. Weight, 126,000 His.; Length of Body Out-
side, 70 ft. Btiilder, American Car & Foundry Co.

234

FREIGHT CARS; Refrigerator— General Views.

Figs. 106-108

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Fig. 106— Steel Uiiderfranie 30-Ton Capacity Refrigerator Car. Weight, 47,400 lbs.; Inside Length, 33
ft. 2 in.; Inside AVidth, 8 ft. 2 in.; Inside Height, 7 ft. 6 in. Builder, Milwaukee Refrigerator
Transit & Car Co.

Fig. 107— Steel Underframe 30-Ton Capacity Refrigerator Car. Weight, 49,800 lbs.; Inside Length, 32
ft. 10 in.; Inside Width, 8 ft. 3ys in.; Inside Height, 7 ft. 6 in. Builder, American Car & Foundry Co.

iSce Figs. 370 and 372 for General Drawings.)

Fig. 108— Steel Underframe 30-Ton Capacity Refrigerator Car. Weight, 51,500 lbs. Builder, The

Haskell & Barker Car Co.

Figs. 109-111

FREIGHT CARS; Refrigerator— General Views.

235

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Fig. 109— Steel Underframe 30-Ton Capacity Refrigerator Car. Weight, 49,200 lbs.; Inside LenRth, 30 ft.
10 in.; Inside \\'idtli, 8 ft. 4 in.; Inside Height, 7 ft. Sj/j in. This Car can be used as Refrigerator,
Ventilator or Heater. Builder, ^loore Patent Car Co.

(Sec F:s. 114 for interior z'icw.)

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Fig. 110 — Wooden 30-Ton Capacity Refrigerator Car. Weight, 42,200 lbs.; Inside Length, 35 ft. 1 in.;
Inside Width, 8 ft. 1 in.; Inside Height, 7 ft. 3 in. Builder, Milwaukee Refrigerator Transit &
Car Co.

Fig. Ill— Wooden 30-Ton Capacity Refrigerator Car with Steel Center Sills. Weight, 45,100 lbs.; Inside
Length, 33 ft.; Inside Width, 8 ft. 4 in.; Inside Height, 7 ft. 6 in. Builder, .American Car &
Foundry Co.

(See Figs. 371 and 373 for General Draieings.)

236

FREIGHT CARS; Refrigerator— General Views.

Figs. 112-115

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Fig. 112 — Wooden Express Refrigerator Car. Builder, The Barney & Smith Car Co.

'.Sec fig. 113 /../■ Interior View and Fig. 233 for Floor Plan.)

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Fig. 113 — Interior View of Express Refrigerator Car
Shown in Fig. 112.

Fig. 114 — Interior View of Refrigerator Car Shown
in Fig. 109.

Fig. 115— Steel Underframe 30-Ton Capacity Refrigerator Car. Weight, 48,000 lbs.; Inside Length, 33 ft.
2;/' in.; Inside Width, 8 ft. 4;.-< in.; Inside Height, Floor to Ceiling, 9 ft. 11 in.; Floor to Ca'rlines,
9 ft. 9;/ in. Builder, Seattle Car & Foundry Co.

Figs. 116-118

FREIGHT CARS; Refrigerator— General Views.

237

Fig. 116 — Wooden 30-Ton Capacity Ventilated Car for Fruit Traffic. Weight, 33,800 lbs.; Inside Length,

36 ft. Builder, Georgia Car & Manufacturing Co.

Fig. 117 — Wooden 35-Ton Capacity Refrigerator Car for Dairy Products. Weight, 45,800 lbs. Builder,

.American Car & Foundry Co.

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Fig. 118 — Steel Underframe 30-Ton Capacity Combined Heater, Ventilator and Refrigerator Car.
Weight, 43,400 lbs. This Car is Equipped with the Alcohol Heating & Lighting Co.'s Heater
-- - - System.

238

CABOOSE OR CABIN CARS— General views.

Fig. 119— Steel Underframe Four- Wheel Caboose. Builder, Central Locomotive & Car Works.

Fig. 120 — Steel Underframe Four-Wheel Caboose. AVeight, 28,000 lbs. Builder, Pennsylvania Railroad.

{Sec Fig. ii^l for General Drazvings.)

Fig. 121— Wooden Eight-Wheel Caboose. Length over End Sills, 32 ft. S^ in. Builder, The Haskell &

Barker Car Co.

Figs. 122-125

CABOOSE OR CABIN CARS— General Views.

239

Fig. 122— Wooden Eight-Wheel Caboose. Builder, American Car & Foundrj' Cf

Fig. 123 — Interior View of Caboose Shown in Fig.
125, Looking Away from Cupola.

Fig. 124 — Interior View of Caboose Shown in Fig.
125, Looking Toward Cupola.

Fig. 125 — Steel LTnderframe Eight-Wheel Caboose. Weight, 35,900 lbs. Builder, American Car &

Foundry Co.

(See Figs. 133 a)id 124 for Interior J'iezvs and Fig. 383 for Genera! Dra'^i'ings.)

240

BAGGAGE AND EXPRESS CARS— General Views.

Figs. 126-129

Fig. 126— Steel Baggage Car. Weight, 128,600 lbs. Builder, The Barney & Smith Car Co.

(,Scc Fig. 231 for Floor Plan and Fig. 3S7 for General D razviugs.)

Fig. 127 — Interior View of Steel Baggage Car Shown
in Fig. 126.

Fig. 128 — Interior View of Steel Express Car Shown
in Fig. 129.

Fig. 129— Steel Express Car. Weight, 94,300 lbs.; Length Over End Sills, 60 ft. 9 in. Builder, American

Car & Foundry Co. , • ■ ■

Figs. 130-133

BAGGAGE AND POSTAL CARS— General Views.

241

Fig. 130 — Steel Baggage Car. Builder, The Barney & Smith Car Co.

Fig. 131 — Interior View of Steel Postal Car for the
New York Central Lines. Builder, American
Car & Foundry Co.

Fig. 132 — Interior View of Steel Postal Car for the
Missouri Pacific. Builder, American Car &
Foundry Co.

Fig. 133— Steel Baggage and Express Car. Weight. 126,000 lbs. Length Over Buffers. 72 ft. 4'j in.

Builder, American Car & Foundry Co.

242

BAGGAGE AND POSTAL CARS— General Views.

Figs. 134-137

Fig. 134— Steel Baggage and Postal Car. Weight, 118,700 lbs.; Length Over Buffers, 63 ft. 2/4 in.

Builder, The Barney & Smith Car Co.

Fig. 135 — Interior View of Steel Postal Car for the
New York Central Lines. Builder, The Barney
& Smith Car Co.

Fig. 136^Literior View of New York Central Lines
Postal Car, Looking in Opposite Direction
from That in Fig. 135.

Fig. 137— Steel Postal Car. Weight, 113,200 lbs. Builder, Pressed Steel Car Co.

(Sec Figs, 388, 389 and 390 for General Drawings.)

Figs. 138-141

POSTAL CARS AND COACHES— General Views.

243

Fig. 138— Steel Postal Car. Weight, 121,700 lbs.; Length Over Buffers, 64 ft. 7^ hi. Builder, Pressed

Steel Car Co.

Fig. 139 — Interior View of Pennsylvania Railroad
Steel Postal Car.

Fig. 140 — Interior View of Carolina, Clinchfield &
Ohio Day Coach. Builder, The Harlan &
Hollingswortli Corporation.

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Fig. 141— Steel Postal and Express Car. Weight, 83,500 lbs. Length Over Buffers, 64 ft. 5^ in. Builder,

American Car & Foundry Co.

(See Fig. 401 for General Drazvings.)

244

DAY COACHES— General Views.

Figs. 142-145

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Fig. 142— Steel Vestibuled Day Coach. Weight, 116,000 lbs.; Length Over Body, 70 ft. SH in. Builder,

Pressed Steel Car Co.

iScc Fi^s. 391-400 for General Draimngs of Pciinsylvaiua Railroad Steel Passenger Train Cars.)

Fig. 143 — Interior View of Pennsylvania Steel Day
Coach Shown in Fig. 142.

Fig. 144 — Interior View of New York Central Lines
Day Coach. The Interior Finish is Wood.
Builder. The Barney & Smith Car Co.

Fig. 145— Steel Vestibuled Day Coach. Weight, 142.000 lbs. Builder, American Car & Foundry Co.

(Sec Figs. 40J-405 for General Drawings.)

Figs. 146-149

COACHES AND CHAIR CAT?S— General Views.

245

Fig. 146— Steel Vestibuled Day Coach. Weight, 126,500 lbs.; Length Over Buffers, 72 ft. 6;4 in. Builder,

The Barney & Smith Car Co.

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Fig. 147 — Interior View of Baltimore & Ohio Day
Coach. Builder, American Car & Foundry Co.

Fig. 148 — Interior View of Reclining Chair Car.
Builder, The Harlan & Hollingsworth Cor-
poration.

Fig. 149 — Steel Frame Vestibuled Day Coach with Steel Sheathing Below Windows. Total Weight,
120,000 lbs.; Weight of Two Trucks, 39,000 lbs. Builder, The Harlan & Hollingsworth Corporation.

{Sec Fig. 239 for Floor Plan and Fig. 408 for General Draioings.)

246

COACHES AND CHAIR CARS— General Views.

Figs. 150-153

Fig. 150 — Wooden Vestibuled Day Coach with Cast Steel Combined Double Body Bolsters and Plat-
forms and 12 in. I-Beam Center Sills. Weight, 95,900 lbs.; Length Over End Sills, 62 ft.; Length
Over Buffers, 69 ft. 7 in.; Length, Free, Over Coupling Lines, 70 ft. 2 in.; Seating Capacity, 76.
Builder. Laconia Car Co.

Fig. 151 — Interior View of Chicago, Burlington &
Quincy Chair Car, Similar to the Car Shown
in Fig. 153. Builder, The Barney & Smith
Car Co.

Fig. 152 — Interior View of Dining Room of Business
Car Shown in Fig. 155. Builder, The Barney
& Smith Car Co.

Fig. 153 — Steel LInderframe Vestibuled Chair Car.
Builder, American Car & Foundry Co.

Weight, 120,500 lbs.; Length Over End Sills, 70 ft.

(Sec Fig. 240 foy Floor Plan.)

Figs. 154-157

COACHES AND BUSINESS CARS— General Views.

247

Fig. 154 — Steel Underframe Vestibuled Coach with Side Doors for Suburban Traffic.

{See Fig. 409 fur General Drawings.)

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Fig. 155— Interior View of Observation Room of
Western Maryland Business Car. See Also Fig. 152.

(.Sec Fig. 251 for Floor Plan.)

Fig. 156 — Interior View of Grand Trunk Pacific
Dining Car, Looking Away from Kitchen.
Builder, Canadian Car & Foundry Co.

Fig. 157— Steel Open Platform Day Coach. Weight, 100,000 lbs.; Length Over Body, 60 ft. T/z in.

Builder, American Car & Foundry Co.

248

DINING CARS— General Views.

Figs. 158-161

Fig. 158— Steel Vestibuled Dining Car. Weight, 155,000 lbs.; Length Over End Sills, 72 ft.

(Sec Figs. 391-400 for General Drazi'ings of Pennsylvania Railroad Steel Passenser Train Cars.)

Fig. 159 — Entrance from Dining Room to Pantry
and Corridor.

Fig. 160 — Kitchen, Looking Toward Pantry.
Interior Views of St. Louis & San Francisco Dining Car Shown in Fig. 161.

Fig. 161 — Steel Vestibuled Dining Car. Builder, American Car & Foundry Co.

(See Figs. 159, 160 and 163 for Interior Vicztis.)

Figs. 162-165

DINING CARS— General Views.

249

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Fig. 162 — Steel Vestibuled Dining Car. Weight, 152,500 lbs. Builder, The Barney & Smith Car Company.

^Scc Figs. 406 and 407 for General Draz^'ings.)

Fig. 163 — Interior View of Dining Room of St.
Louis & San Francisco Dining Car Shown
in Fig. 161.

Fig. 164 — Interior View of Northern Pacific Dining
Car. Builder, The Barney & Smith Car
... Company.

Fig. 165— Steel Underframe Vestibuled Dining Car. Weight, 132,200 lbs.; Length Over End Sills, 70 ft.

Builder, American Car & Foundry Company.

250

DINING AND LIBRARY CARS— General Views.

Figs. 156-170

Fig. 166— Vestibuled Dining Car with Steel I'rame and Ends. Weight, Complete, 175,000 lbs.; Weight of
Trucks, 49,600 lbs. Builder, The Harlan & Hollingsworth Corporation.

(Sec Fig. 241 for Floor Plan and Figs. 167 and 168 for Interior FiVim.)

Figs. 167 and 168 — Dining Room and Kitchen of Philadelphia & Reading Dining Car Shown in Fig. 166.

Fig. 169 Vestibuled Dining Car with Steel Frame and Steel Sides Below Windows. Weight, 139,400

lbs.; Length Over Buffers, 80 ft. SV^ in. Builder, The Barney & Smith Car Company.

Fig. 170— Steel Vestibuled Combination Baggage, Parlor and Library Car. Weight, 138,500 lbs.; Length
Over Buffers, 74 ft. 834 in. Builder, The Barney & Smith Car Company. See also Fig. 236.

Figs. 171-175 DINING AND PARLOR CARS— General Views.

251

Fig. 171— Wooden Observation Parlor Car. Weight, 131,800 lbs.; Length Over Buffers, 83 ft. 8J4

Builder, The Barney & Smith Car Company.

(Sec Fig. 173 f,:r Jfitcnor J-icu:)

Fig. 172 — Interior A'iew of Chicago, Burlington &
Quincy Dining Car. Builder, The Barney &
Smitli Car Company.

Fig. 173 — Interior Y\e\v of Chicago, Indianapolis &
Louis\-ille Parlor Car Shown in Fig. 171.

i.aicg

Fig. 174 — Steel Underfranie Vestibuled Buffet-Library Car. Builder, The Barney & Smith Car Company.

Fig. 175— Steel Vestibuled Parlor Car. Weight, 135,600 lbs.; Length Over Buffers, 80 ft. 434 in.

Builder, The Barney & Smith Car Company.

252

PARLOR AND SLEEPING CARS— General Views.

Figs. 176-179

Fig. 176 — Steel Vestibuled Sleeping Car. Weight, 150,000 lbs. Builder, The Pullman Company.

{Sec Fig. 181 for Interior riczsi and Figs. 411-414, 416-418 and 420 for General Drcn'ings.)

Fig. 177 — Interior View of Steel Parlor
Builder, The Pullman Company.

Car.

Fig. 178 — Interior View of Canadian Northern
Parlor-Cafe Car. Builder, Canadian Car &
Foundry Company.

Fig. 179— Steel Frame Vestibuled Parlor-Cafe Car. Weight, 140,000 lbs.

Foundry Company.
(See Fig. 246 for Floor Plan.)

Builder, Canadian Car &

Figs. 180-183

SLEEPING CARS— General Views.

253

Fig. 180— Steel Vestibuled Sleeping Car. Weight, 142,300 lbs. Builder, The Barney & Smith Ca

Company.

(Sec Fig. iS3 for Interior View and Fig. 410 for General Drawings.)

Fig. 181 — Interior View of Pullman Steel Sleeping
Car Shown in Fig. 176.

Fig. 182 — Interior View of Steel Sleeping Car Shown
in Fig. 180.

Fig. 183 — Wooden Vestibuled Sleeping Car for Electric Intcrurban Service. Weight, 74,600 lbs.; Length
Over End Sills, 51 ft. 4 in. Builder, American Car & Foundry Company.

254

SLEEPING AND OBSERVATION CARS— General Views. Figs. l»^-ioo

ii W'mMmM iH mmmM^mm.mm

'1 "" ™ ,ai_i^t:.-<>.ci r^AH

Fig. 184— ^Yoode^ Vestibuled Compartment Sleeping Car.

Builder, Tlie Barney & Smith Car Company.

Fig. 185 — Observation Room of Chicago. Milwaukee
& St. Paul Observation-Buffet Car. Builder,
The Barney & Smith Car Company.

Fig. 187 — Interior of Observation Room. Northern
Pacific Observation-Buffet Car. Builder, The
Barney & Smith Car Company.

Fig. 186 — View Through Compartments, Chicago,
Milwaukee & St. Paul Compartment Sleeping
Car. Builder, The Barney & Smith Car Co.

Fig. 188 — Interior of Women's Reception Room,
Chicago, Burlington & Quincy Lounging Car.
Builder, The Barney & Smith Car Company.

Figs. 189-192

ELECTRIC MOTOR CARS— General Views.

255

Fig. 189— Steel Vestibuled Electric Motor Car for Suburban Service. Weight Without Motors, 107.200
lbs.; Weight Complete, 120,000 lbs. Builder, Pressed Steel Car Company.

(Sec Fig. 422 for General Drawings.)

Fig. 190 — Steel Subway Car Shown in Fig. 192

Fig. 191 — Steel Suburban Car Shown in Fig. 194.

Fig. 192— Steel Vestibuled Electric Motor Car for Subway Service. Weight, 52,900 lbs.; Length Over
End Sills, 48 ft. Builder, American Car & Foundry Company.
(See Fig. 190 for Interior View.)

256

ELECTRIC MOTOR CARS— General Views.

Figs. 193-195

Fig. 193 — Steel Vestibuled Electric IMotor Car for Interurban Service, Builder, St. Louis Car Company.

Fig. 194 — Steel Vestibuled Electric IMotor Car for Suburban Service. Weight, 77,600 lbs.; Length Over
Buffers. 69 ft. 10 in. Builder, .American Car & Foundry Company.

(See Fig. 191 for Interior Viez^'.')

Fig. 195 — Wooden Electric Motor Car Operated by Current from Edison Storage Batteries. The Wheels
Rotate on the A.xles. Weight of Battery, 4,600 lbs.; Weight, Including Battery, 34,600 lbs. Builder,
Federal Storage Battery Car Company.

Figs. 196-198

ELECTRIC MOTOR CARS— General Views.

257

Fig. 196— Steel Electric Motor Car. Weight, Including INIotors, 52,000 lbs.; Length Over Buffers, 48 ft.
7->s in. Builder, Niles Car & Manufacturing Company.

Fig. 197 — Wooden Electric Motor Buffet-Observation Parlor Car for Interurban Service. Weight, In-
cluding :Motors, 88,000 lbs.; Length Over Bufters, 62 ft. l>i in. Builder, Niles Car & Manufac-
turin.g Companj'.

Fig. 198 — Wooden Trailer Express Car for Interurban Service. Length Over Buffers, 41 ft. 5 in. Builder,

McGuire-Cummings Manufacturing Company.

258

GASOLENE MOTOR CARS— General Views.

Figs. 199-202

Fig. 199 — Wooden Gasolene Motor Car. Weight, 26,000 lbs.; Length Over Vestibules, 32 ft. Seating
Capacity, 35. Brake Horse Power of Engine, 50. Builder, Fairbanks, Morse & Co.

Fig. 200 — Steel Gasolene Motor Car. Weight, 68,000 lbs.; Length Over Ends, 70 ft. Seating Capacity, 64,

Builder. McKeen Motor Car Company.

Fig. 201 — Steel Gas-Electric Motor Car. Builder, Strang Gas-Electric Car Company.

Fig. 202— Steel Gas-Electric Motor Car. Weight, 98,000 lbs.; Length Over Buffers, 68 ft. 7 in.; Seating
Capacity, 91; Number of Motors, 2; Total Horse Power, 200; Voltage, 600 Direct Current. Builder,
General Electric Company.

Figs. 203-207

MISCELLANEOUS CARS— General Views.

259

■J-^^^a*-"^

Fig. 203— All-Steel Mine Car, Builder, Ralston Steel
Car Company.

Fig. 204— All-Steel SO-Ton Capacity Ore Car on
ilotor Trucks. Builder, Summers Steel Car Company.

Fig. 205 — All-Steel Mine Car. Builder, Pressed Steel Car Company.

Fig. 206 — All-Steel Mine Car. Builder, Pressed Steel Car Company.

Fig. 207 — All-Steel 10-Ton Capacity Car for Quenching Coke. Builder, Middletown Car Company.

260

MISCELLANEOUS EQUIPMENT— General Views.

Figs. 208-210

Fig. 208— Electric Motor 30-Ton Capacity Flat Ca r, Equipped with 6-Ton Capacity Electric Crane,
Radius, IS ft. Builder, ^IcGuire-Cnmmings j\Ianufacturing Company.

Fig. 209 — Electric Motor Flat Car for Construction Work. Builder, Xiles Car & }ilanufacturing

Company.

Fig. 210 — Electric Wreckin,g Crane for Use in Tunnels. Weight, 326,000 lbs.; Lifting Capacityat IZ ft.

Radius, SO Tons. Builder, Industrial Works.

Figs. 211-213 MISCELLANEOUS EQUIPMENT— General Views.

261

Fig. 211— Steam Wrecking Crane. Lifting Capacity, 100 Tons. Builder, Tlie Bucyrus Company.

Fig. 212 — Steam Wrecking Crane, Weight, 212,000 lbs,; Lifting Capacity, 120 Tons. Builder, Industrial

Works.

Fig. 213— Steam Crane Fitted with Clam Shell Bucket. Weight, 80,000 lbs.; Lifting Capacity, 20 Tons.

Builder, McMyler Interstate Company.

262

MISCELLANEOUS CARS— General Views.

Figs. 214-217

Fig. 214 — Interior View of the International Cor-
respondence Schools' Air Brake Instruction
Car.

Fig. 215 — Interior View of the Westinghouse Air
Brake Company's Air Brake Instruction Car.

Fig. 216 — Steel Car for Use as a Portable Sub-Station. Builder, McGuire-Cummings Manufacturing

Company.

Fig. 217— Steel Frame Dynamometer Car. Weight, 91,000 lbs.; Dynamometer Capacity, 1,000,000 lbs.

Builder, Atchison, Topeka & Santa Fe Railway.

{Sl'l^ Fig. 254 for Floor Plan and Figs. 427-430 for General Drazeings.)

Figs. 218-220 MISCELLANEOUS EQUIPMENT— General Views.

263

Fig. 218— Atlantic Steam Shovel. Weight in Working Order, 203.000 lbs. Builder, The Biicyru.s Company.

{.Sec Fig. 431 for General DrattMig.t.)

Fig. 219— Type 95-C Bucyrus Steam Shovel. Weight in Working Order, 214,000 lbs. Builder, The

Bucyrus Company.

Fig. 220 — Ballast Spreader. The Wings are Operated by Compressed .-Vir. Builder, The O. F. Jordan

Company.

264

MISCELLANEOUS EQUIPMENT— General Views. Figs. 221-223

Fig. 222 — Self-Propelling Steam Pile Driver. Builder, The Bucyrus Company.

Fig. 223 — Self-Propelling Steam Pile Driver. Builder, Industrial Works.

Figs. 224-226 MISCELLANEOUS EQUIPMENT— General Views.

265

Fig. 224 — Single Track Flanger Applied to Snow Plow. Builder. Russell Car & Snow Plow Company.

Fig. 225 — Side Ballast Plow. Builder, The Bucyrns Company.

Fig. 226 — Ballast Distributing Plow. Builder, Rodger Ballast Car Company.

266

SNOW PLOWS— General Views.

Figs. 227-228

Fig. 227— Single Track Wing Elevator Snow Plow with Flanger. The Side Wings are Swung Out by
Compressed Air to Increase the Width of the Cleared Area. Builder, Russell Car & Snow Plow

Company.

{Sec Fig. 224 for Application of Flanges.)

'*^, >

Fig. 228 — Right Hand Double Track Snow Plow with Flanger. Builder, Russell Car & Snow Plow

Company.

Figs. 229-230

ROTARY SNOW PLOWS— General Views.

267

Fig. 229 — Rotary Snow Plow. The Boiler is of the Locomotive Type. The Cutting Wheel is Driven by
a Horizontal Steam Engine Having Two Cylinders, Each IS in. x 26 in. Builder, The Bucyrus
Company.

Fig. 230— Rotary Snow Plow in Use on the Canadian Pacific, Equipped with Specially Designed Six-
Wheel Trucks. The Boiler is of the Locomotive Type, the Working Pressure Being 200 lbs. It
has 317 2 in. Tubes and 44 sq. ft. of Grate Area. The Engine is Vertical, with Two 20 in. x 24 in.
Cylinders. The Tender has a Capacity of 7,000 Imperial Gallons of Water and 10 Tons of Coal.

268

PASSENGER TRAIN CARS— Floor Plans.

Figs. 231-236

Fig. 231 — Floor Plan of Baltimore & Oliio Steel Baggage Car Shown in F'ig, 126.

|< f.^'L^^i'a':^ /4'/^L ^>|< 80- ->j<-

l< 70'lOf Onr mod End Posh -

1< lo'lOj Over Steel End Posh -

Fig. 232 — Floor Plan of Missouri Pacilic Baggage Car. Builder, American Car & Foundry Company.

(«. 60'0'OyerSi7/s »

Fig. 233 — Floor Plan of Great Northern Express Refrigerator Car Shown in Fig. 112.

' . ' * « ' ^~^

' ' '

"&^k

le

-!'/0-'-

o

F

-ISZi'- — ' — - —

Fig. 234 — Floor Plan of Chicago, Burlington & Quinc)' Combination Baggage and Passenger Car.

Builder, .\merican Car & Foundry Company.

Fig. 235 — Floor Plan of Chicago Great Western Combination Baggage and Buffet-Smoking Car.

Builder, The Pullman Company.

->|/7'k 7/- ^>|<-

--/7//--

^ n J<-, itf^ n re^

k54S

%,^ innnHnnn

O Smoking O Room O

CiDapDpaa

V~4'3--A k"V—43-->\

jo'z'l ^

Fig. 236 — Floor Plan of Western Pacific Baggage, l-arlor and Library Car Shown in Fig, 170.

Figs. 237-242

PASSENGER TRAIN CARS— Floor Plans.

269

PFUiijuunQicjci
mmp

Fig. 237— Fl._i..r Tlan of Xcw Yui-k, Westchester & Boslrjn Suburban Car Shown in Fig. 189.

•'4rtn-

z-olr.

Fig. 238— Floor Plan of ^lobile e^ Ohio Day Coach, liuilder, American Car & Foundry Company.

, ,. , , ,. fs,„ H,,„

4" 4" \<—S'0ff--^

Fig. 239 — Fir. or Plan of Southern Railwa>- Day Coach Sliown in Fig. 149.

f-^«4'

^mi<-2ii->^

.>|-^i-i-i^i^

ffltz

tzzi

^

D , O '^ O O '""" O O ' O O O O '^^ O O O Q
v-ii-^si-^j O O O O O ^, O O ^ O O O -O ^(Wi-^

''-fy ^■^ '"C^ ''fy -^ ''0"" "fy

o o o"o o o CL..Q o^o cy.,o o"

O Q „ O Q .,, . O Q „„ OSO „, O Q ,..r@^f^£FQ

Smoking-, Room •--"

" V1114 — -~*
J

\f -^00 Oyer End S'jili

Fig. 240 — Floor F'lan of Chica,go, Durlington & (Juincy Chair Car Shown in Fig. 153.

\f-3 ls-^Z4i^-S0i—*^- 43 — A
. WashStJnd Locker !

\,. iLi-i^JDLjD a_^jD|aj|^a a i d a i d

^ ' Nv%/^(?/ bii „ Dining ^^ Room 5^

U-ZS-i^43—>^-lS-if—43-^;if-43rf,-f^m\ 23||<— 43-^-jfe|->|<-fi-->j Zi |<--? J— >]< 63 ^-i!l-<\

QUA

■^

DO

Table

DO

f3

Paniry

74'o"Oi'erBody

-334

Fig. 241 — Floor Plan of i 'hikulelphia & lvca(lin,g Dining Car Shown in Fig. 166
-/J^i- \—6's- J^—i,'8f — +-J>i-^ Y-4'l^-~^-Z'4^J^-4'lf-^

Pro^hhnBox ^ 39'0"Befneen BolMead Sheefs-

Fig. 242 — Floor Plan of Pennsylvania Dining Car Witliout Vestibules.

^-—e'/Oi-—A

270

PASSENGER TRAIN CARS— Floor Plans.

Figs. 243-248

D □

EOnHQ

i A p

an

□ □

an

^ Pantry,

-Si? -If 66--^

^C^

L^aSMo jqq jnq jqq _, np

Fig. 243 — Floor Plan of Pullman Dining Car.

Fig. 244 — I'loor Plan of Wabash Dining Car. Builder, American Car & I'oundrj' Companjr.

Fig. 245 — Floor Plan of Chicago, Burlington & Quincy Parlor-Cafe Car. Builder, The Pullman

Companj'.

f<~ 4'//i'—>^<-l4i^^-2ii] /Sf~2-tii^-lf{if-lS~,j

k — e'/- — >k /7b- -^ /'a'- — ^-29'^ 2o'oi- >\<-z's->[i — e'o---^ s'o- >l

\^ , 70 32 O^er End Frame s4

Fig. 246 — Floor Plan of Ontario Government Parlor-Cafe Car Shown in Fig. 179.

Srackei Lamp

Fig. 247 — Floor Plan of Long Island Steel Parlor Car. Builder, American Car & Foundry Company.

\e—e'o- — >^ —

fis

->K e'3"—->Y-

i^^=°',L|i ,Ti:

DOaDDOOOU JaaQDOC

J i i

QbservaHon

ODOjDD h

0 Lounging El Room

Seating E Capacif^y 0 39 j;

. =~i Women's 0 Receph'on EJ Room
{^)\Lamp Seating Capacity IS

iODDaiL]

Is 8

2i-,

V^-'^^-SV-^ 74'0"-

k 77'6"0yerEndS;i/s

Fig. 248 — Floor Plan of Chicago, Burlington & Quincy Parlor Car with Reception Room for Women.

Figs. 249-254

PASSENGER TRAIN CARS— Floor Plans.

271

Fig. 249 — Floor T'laii of Canadian Pacilic Sleeping Car.

^-3'8'-->i^—e'4'—^- -^|S^^^'4f\•f-^^AIS^<f- -^ fiW"- -if~3'9---^-3'9-~-^—i'4- % i'4~ — ■^~—e'4"——->f i4- — ^-3'a->

12'i"0,er5ills ^^-^7/'^

Fig. 250 — Floor Plan of Chicago, JMilwaukee & St. I'aul Compartment Sleeping Car. Builder, The

Barney & Smith Car Company.

<-^7^'--^-3Z--^3zUuzU-3f-->a<-32~v^-ls!^<-32-A^

-43 — H -■a3\:-33'-j^~33-a,9y- [<-^48 — ^

-^4^ji'^

— >)< a'o- >l is'\c—4's---^ is\ s'o- -if is'sf -^ j ^'^

ei'giOyerSiib ~\c~r4"-A^\,-

Fig. 251 — Floor Plan of Western Maryland Business Car. Builder, The Barney & Smith Car Company.

■„-a,r,^,^,/,«.

Fig. 252— Floor Plan of International Correspondence Schools Air Brake Instruction Car. Interior View

is Shown in Fig. 214.

-//ff!^

Fig. 253— Floor Plan of Lehigh Valley Hospital Car.

,1 I

GAUGE BOARD

Ff---^^

DYNAMOMETER

SWITCH 60ARD

' I

, , BENCH -T^N^
LOCKER ^— '

CUP BOARD

^forQ>

Li

I I

5 ^''='-^-,

Fig. 254— Floor Plan of iVtchison, Topeka & Santa Fe Dynamometer Car Shown m Fig. 217.

272

PASSENGER TRAIN CARS— Floor ir-ians.

Figs. 258-260

PASSENGER TRAIN CARS— Floor Plans.

273

I \<-z'o'-->\

274

BOX CARS— General Drawings.

Fig. 261

Figs. 262-264

BOX CARS — General Drawings.

275

s I

Fig. 262 — End Elevation and Cross Section of Union
Pacitic All-Steel Box Car Shown in Figs. 1 and 261.

0

Near Truck.

Near Center of Car

Fig. 263 — Sections Through Side Sill of Summers
,A11-Steel Box Car. See also Figs. 264-266.

/l^Jtl^x i^t

413 Orer Buffer Blocks-

Fig. 264 — Longitudinal Section of Summers All-Steel 50-Ton Capacity Box Car, Similar to the Car

Shown in Fig. 3. See also Figs. 263, 265 and 266.

276

BOX CARS— General Drawings.

Figs. 265-266

ii';i'l'

Secfion Through Truck.

Fig. 265 — Cross Sections and End Elevation of Summers AU-Steel 50-Ton Capacity Box Car, Similar to
the Car Shown in Fig. 3. See also Figs. 263. 264 and 266.

Fig. 266 — Plan of Summers All-Steel 50-Ton Capacity Box Car, Similar to the Car Shown in Fig. 3.

See also Figs. 263, 264 and 265.

kJ

Fig. 267

BOX CARS— General Drawings.

277

?'8'4'- — ->k— ^^i-->i<-/>-ip-—

278

BOX CARS— General Drawings.

Figs. 268-270

k 93^ Exireme m'd/h

Fig. 268 — Cross Sections and End Elevation of Canadian Pacific Steel Frame Box Car Shown in Figs.

6 and 267.

K—

H jo o ^

31

->K-

->M^ „ , ,,

' ■■■|t>|2K — IS--^ 3 0—

V-^^y V-6-A SecflonC-D. ^

Section A-B.

Fig. 269 — Pressed Steel Side Post Used on Penn-
sylvania Steel Frame Box, Stock and Re-
frigerator Cars. See Figs. 270. 271. 351 and 363.

i

■4"x6'!>i"Angle
Section D. D.

Fig. 270 — End Elevation and Cross Sections of Pennsylvania Steel Frame SO-Ton Capacity Box Car.
The Dotted Lines at Top of Section "CC" Show Opening in Steel Roof Extending Between Car-
lines for Ventilation. See also Figs. 269 and 271.

Fig. 271

BOX CARS — General Drawings.

279

o

u

•/.

o

u

c

o

H

h

M

E

280

BOX CARS— General Drawings.

rig. Li^

-^ — ^■

»f

*<^ r^a^j*^j

'^tqWEoanS-

''!7V|4>

//

Lj ■>>-"

^tispr^^lr^

Fig. 273

BOX CARS— General Drawings.

281

tidre

282

BOX CARS— General Drawings.

rig. ^/t

Ra// To Top of Running Board

fe

o

o
H

Cii

=3

E

Figs. 275-276

BOX CARS — General Drawings.

283

.-s .^,, ^, , _ I Sect/on af

>^~^ Cross Bearer U--/g'>' Bolster

Fig. 275— End Elevation and Cross Sections of Chicago Great Western Steel Undcrframe Box Car

Shown in Fig. 277.

4pt3

Fig. 276 — Cross Sections and End Elevation of New Vork Central & Mndson Ri\-er Steel Underframe

Box Car Shown in I'ig. 274.

284

BOX CARS— General Drawings.

<— 25/« — ^■

:^_g'^I^C-~'fr,diifb-i^,

■L")

Fig. 278

BOX CARS— General Drawings.

285

286

BOX CARS— General Drawings.

Figs. 279-280

Fig. 279 — Cross Sections and End Elevation of Steel Undertrame 40-Ton Capacity Box Car Shown ir

Fig. 278.

9-S%overR7sda

■^ '^

Fig. 280 — End Elevation and Cross Sections of Cincinnati, Elamilton & Dayton Steel Underframe

Automobile Car Shown in Figs. 9 and 281.

Fig. 281

BOX CARS— General Drawings.

287

288

BOX CARS— General Drawings.

rig.

iflj^

Figs. 283-284

BOX CARS — General Drawings.

289

'\^\^-^-'frM5ha/l,ins

5ide Eki'a^wn Shotrin^ Locahan of Socket limbers. Secfio.

Fig. 283 — Arrangement uf Doul)le-Deck Supp.rfs in

Chicago, -Milwaukee & St. Paul Autoniubilc
Car Shriwn in l*"igs. 282 and 284.

I
I

V

9 Iq Beiiveen 3/115 -
Fig. 284 — Cross Sections of Chicago, ililwaukec &
St. Paul Automobile Car Shown in Figs. 282
and 283.

1 Side SiU

2 End Si!l

3 Iinicr hitcruicdiatc Sill
Sa Outer lutcrmcdiatc Sill

4 Center Sill
12 Body Bolster

12a Body Bolster Tof Corer Plate
12b Body Bolster Bottom- Cover Plate

15 Body Side Bearing

17 Body Center Piute

18 King Bolt or Center Pin

19 Truss Rod

20 Truss Rod Saddle

21 Queen Post

22 Needle Beam

23 Draivbar

25 Carry Iron

26 Draft Sill
26a Sub-sill

27 Floor

30 Sill Step

32 Buffer Bloek or Dead Wood

33 Side Braee

34 Braee Rod

34/.- Post Cap or Poeket

35 End Brace

35a End Post Pocket

36 Sill and Plate Tie Rod

37 Side Braee
37a Brace Rod

38 Brace Rod Washer

Box Car Parts. See Figs. 285-288.

42 Side Post
42a Post Poeket
42/) End Post

43 Comer Post

44 Door Post

44(/ Door Post Pocket

45 Corner Post Pocket

46 Side Plate

47 ,S/</r Plate Tie Rod

48 End Plate

49 Belt Rail

50 Belt Rail

52 Slieatliiir^ or Siding

53 !iisidc Lining

55 ICpper Corner Plate

55 1 nlermediate Corner Plate

57 Lower Comer Plate

59 Ladder Round

60 Hand Hold
61d Side Poor

65 Side Poor Top Track or Gnide

65 Side Door pioltom Gnide

81 Carline

83 f'urline

84 Ridge Pole

86 Roof

86f Diside Roof

87 Rnnning Board

89 Running Board Bracket

90 End Pascia

91 Side Fascia

93

94

95

96

98

99
100
101
102
103
104
105
142
144
165
191
192
193

194
194(/
195
196

210
222
A
C
P
T

Hand Prake Udieel

Ihtnd Brake Shaft

Uoruzoiital LLmd Brake Shaft

Hand Brake Shaft Bearing

Lhind Llrake Shaft Step or Bearing:

PPand Brake Shaft Guide

I land PIrake Step

Hand Brake Step Bracket

Roof Hand PPold

Hand Brake Ratchet Wheel

Hand Ltrake Chain

Hand Brake Chain Sheave

Brake Head

Brake Hanger

Journal Box

Push Pole Poeket

Gusset Plate

Side Nailing Strip or Floor

Stringer Bracket
Nailing Strip or Stringer
Side Nailing Strip
End Sill P'iagonal Brace
Cross 1 ie. Floor Beam or

Stringer Support
['neoiiplitig Rod
Inside Corner Plate
. In.viliary Reserz'oir
Brake Cylinder
Train or Brake Pipe
Triple I 'alz'e

290

BOX CARS— General Drawings.

Y-/HSPU2 ss/cj )0 mBudi /a/qi _|2 ,

Figs. 286-287

BOX CARS — General Drawings.

291

Fig. 286 — Cross Sections of Pennsylvania Railroad
Steel Underframe Box Car Shown in Fig, 285.

Fig. 287 — End Elevation and Cross Sections of New \'ork Central & Hudson Ri\'er ■\\'ooden Box Car

Shown in Fig. 288.

See Page 289 for Names of Numbered Parts.

292

BOX CARS— General Drawings.

Fig. 289

BOX CARS— General Drawings.

293

o

o

U

o

t,

•a

^.A

294

HOPPER CARS— General Drawings.

Fig. 290

z-/oi- — .♦

Figs. 291-292

HOPPER CARS— General Drawings.

295

-a'Sz B.hb. of Corner e

Fig. 291 — End Elevation and Cross Sections of Noriolk & Western All-Steel Hopper Car Sliown in

Figs. 16, 290 and 292.

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p ;;

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0 ;'[

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li") o

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Fig. 292— Section Showing Construction of Body Bolster of Norfolk & Western All-Steel Mopper Car

Shown in Figs. 16, 290 and 291.

296

HOPPER CARS— General Drawings.

Fig. 293

I '^ I 11

I* ZIOl—

Figs. 294-295

HOPPER CARS— General Drawings.

297

Fig. 294 — Cross Sections and End Elevation of All-Steel 40-Ton Capacity Hopper Coke Car Shown in

Figs. 28 and 296.

Pig. 295 — Cross Sections and End Elevation of All-Steel Covered Hopper Car Shown in Figs. 17 and 293.

298

HOPPER CARS— General Drawings.

Kig. ;^yD

o
U

3
O

U

CQ

E

o

u

u

c
c

o

o

C/;

c<j-

Fig. 297

HOPPER CARS— General Drawings.

299

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300

HOPPER CARS— General Drawings.

Fig. 298

u

o

a,
U

o
H

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W

=3

bo

Fig. 299

HOPPER CARS— General Drawings.

301

r'f'T

■^Q^^^^^'i^^'^'^^v^;^^

Doffed lines show doors in
various open positions.

2i"'H"'}iL

Operating End.

Section Ttiroi/gt! Center of Car

Hait Section in' Fronr ct Doicter.

Half End Flevafio.

Fig. 299— Union Railroad All-Steel 50-Ton Capacity Hopper Car Shown in Fig. 22. Builder, Summers

Steel Car Company.

302

HOPPER CARS— General Drawings.

a

o

u

a
'5

nj

C

•a
m

u
nS

u

o

•a

u

o
H
o

^

K

I* — z'/cj--

</ '(■_

Fig. 301

HOPPER CARS— General Drawings.

303

H/-5>j

o

U

U

u

u

o
H

fc

bo

304

HOPPER CARS— General Drawings.

Figs. 302-304

HalfSecfion afC ' Half Section afR'

with Door Removed

\^Ha!f Section af'B'wifii Cross Half Section a f A'
^Ridge Plate anc/Side Hopper
Sheet Removed.

Fig. 302 — Cross Sections of Pennsylvania AU-Steel Hopper Car Shown in Figs. 301 and 303.

>1

Fig. 303 — End Elevation of Pennsylvania AU-Steel
Hopper Car Shown in Figs. 301 and 302.

Half Section TI?rouffh Opening Htjif Section Si70wini^ Center of Car Halt iSnd Eiievation Half Section at Bolster

Fig. 304 — Cross Sections and End Elevation of All-Steel Side Dump Coke Car Shown in Fig. 305.

i:<lg. 305

Hui^PER CARS— General Drawings.

305

=a=fe

—3^ -0 Cfr. ta Ctr: of Trucks

42'-0"0i^er Striking Castings ■

■^(P '2 Inside of Hopper-

U 5-0^ ^>1< — —3?'-o" Cfr. foCfr. Trucks

L-- 4cl'~0' Oi^er Sfrikit?^ Casfinqs

Fig. 305 — All-Steel SO-Ton Capacity Side Dump Hopper Coke Car. Builder, Clark Car Couipany. See

also Fig-. 304.

305

HOPPER CARS— General Drawi,

-ji g.j^e_fi-

f^r

^t:

7-:3

o

o

fe

Figs. 307-308

HOPPER CARS— General Drawings.

9/; /nside ^

Fig. 307— End Elevation of All-Steel 50-Ton Capac-
ily Side Dnmp Coke Car Shown in I'~iy. 30'J.

307

Fig, 308 — .\11-Steel 60-Ton Capacity Electrically Opei-ated Conveyor Hopper Car for L^se on VirK'iniau

Railway Coal Wharf.

308

HOPPER CARS— General Drawings.

Fig. 309

« - _

;;j'a ■ *- ' i- ■■ i » t la' -^T,.

O

U

u

u

CQ

U

o
U

u

o
o

Fig. 310

ORE CARS — General Drawings.

309

1" j" '^""

u

u

u

o

o

u

H

o

I

E

k — z/^i-

310

ORE CARS— General Drawings.

Fig. 311

B^

Fig. 311 — Duluth & Iron Range All-Steel 50-Ton Capacity Hopper Ore Car Slrown in Fig. 32. Builder,

Summers Steel Car Company.

JiH

Fig. 312

ORE CARS— General Drawings.

311

312

ORE CARS— General Drawings.

Fig. 313

Fig. 314

ORE CARS — General Drawings.

313

314

ORE CARS — General Drawings.

Fig. 31.5

°5 I 5^1 J.ftl'.ff

- tni'n ■'"O t3 ,&-

o o a o o

7,%' if -.If

,?3.6-

Fig. 316

GONDOLA CARS— General Drawings.

315

a

>-^^^^jff^ i

ITL- ■-'" — —^ — fc*— !

iJ^t:j)iiiav;SiS..Silkc

o

CO

u

n

O

^

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o
P3

u

D.

l-l

p

ri

O

U

C

o
H

o

CO

c3

o
bo

U

c
U

•T3
C

I

316

GONDOLA CARS— General Drawings.

Figs. 317-318

Cross Section af Bolster.

Fig. 317 — Cross Section and End Elevation of Hocking Valley Steel Underframe SO-Ton Capacity Drop

Bottom Gondola Car Shown in Figs. 45 and 319.

„ ' I St-'-'

f< — 2-5- ->l<- -1-8 '^10^

End Elevation

Bolster A- B

Inter. Cross Beam E-F

Center Cross Beam C-D

Fig. 318 — End Elevation and Cross Sections of Cleveland, Cincinnati, Chicago & St. Louis All-Steel
50-Ton Capacity Drop Bottom Gondola Car Shown in Figs. 41, 42 and 316,

Fig. 319

GONDOLA CARS— General Drawings.

317

l^f

ZZUi

— ^m

inf

M

_t^L_^_^w .O-^w^

«a

A

jooij

rt

V4y

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5

H
Pi

t.

o

O

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pq

H
o

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a

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O
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318

GONDOLA CARS— General Drawings.

&

u

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a

w

M
fe

Os

lO

c^

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■in

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^

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^ o ~ o 7^ 1^

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r= ~ Cq o O

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Fig. 321

GONDOLA CARS— General Drawings.

319

fenn^^r:?

-a®

u

u

m

blj

o
O

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pq

O

c
o

o

P

-1 -5"

- I

be

320

GONDOLA CARS— General Drawings.

Figs. 322-324

Half Sect ion fhrvugh Door.

Ha If Section at Cross Bearer

Half Section at B'FhorBeam. Section at Bolster

Fig. 322 — Cross Sections of Cincinnati, Hamilton & Dayton All-Steel Drop Bottom Gondola Car Shown

in FiRs. SO, 321 and 323.

^W'-ll^ overflanqe ^nqle3 H

-9'-7"jnside -»1

Fig. 323 — End Elevation of Cincinnati, Hamilton &
Dayton All-Steel Drop Bottom Gondola Car
Shown in Figs. 50, 321 and 322.

lO'-Oj'OirerStakes-^^

g'-e'lnside-

Fig. 324 — End Elevation and Cross Sections of Akron, Canton & Youngstown All-Steel SO-Ton Capacity

Drop Bottom Gondola Car Shown in Fig. 325.

Fig. 325

GONDOLA CARS— General Drawings.

321

'_j

bo

u

c;

Q

o

U

bo

E

322

GONDOLA CARS— General Drawings.

o

W

Ci

w

o

E

u

a
U

s

E

Figs. 327-328

GONDOLA CARS— General Drawings.

323

Fig. 327 — Cross Sections and End Elevation of AU-Steel 50-Ton Capacity
Center Dump Gondola Car Shown in Fig. 326.

Corner Con^frucfion

Fig. 328— End Elevation and Cross Sections of Ml-Steel 50-Ton Capacity Drop Bottom Side Dump

Gondola Car Shown in Fig. 329.

324

GONDOLA CARS— General Drawings.

Fig. 329

c

o
U

w

Pi

w

o

U

o
O

i75

ra

u

o
H

E

±t

Fig. 330

GONDOLA CARS— General Drawings.

325

"f--

-'^-

1..

CDi

-He

if\\-i

-34i

O

u

o

2

c
o
O

m
o

p

U

o

a

O

u

326

GONDOLA CARS— General Drawings.

Figs. 331-332

iV^^^^^^^WIT

'^

^r

Fig. 331 — Cross Sections of Chicago, Burlington & Quincy All-Steel Drop Bottom Gondola Car Shown

in Fig. 330.

'^SoorOpeninf^'-^-f'^
Ha^Secf/mC-C. Na/f Secf/onB-B.

Ma/f Section ^-^.

-3'/0i'-

t< -9'3ll/7s/i/e W/iff/i. >l

Ha/f Section A-A

MfSecf/onB-B.

Fig. 332 — End Ele\'ation and Cross Sections of Baltimore & Ohio All-Steel 50-Ton Capacity Hopper

Bottom Gondola Car Shown in Fig. 333.

Fig. 333

GONDOLA CARS— General Drawings.

327

i<»^ >: >: :o_"?vo":?;a"A"4

..l.Si^'i.o.o. °.\°'^S.

£ Q a. .Q, Q.|4;., -^-.-

-i-ife3'~-H

llpzp^

O

o

n

u

c
o
H

O

p:

328

GONDOLA CARS— General Drawings.

Fig. 334

J4^-/^f^-/#^

. tl

Fig. 335

GONDOLA CARS— General Drawings.

329

iH^5?

,000 o>o!o „ o

I !

0000 000

o 000c

t'^<-\3-S^J?oor ■

O O D o 0000

O €> O O O O C

(^qg^XSi

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k

^ -^n-;[_p?-^ gj7i7"'-\. -^

0000

iV

'I \'°S°';

S
o
u

u

I/)
•a

n

o

u

O

o

o
o

I

330

GONDOLA CARS— General Drawings.

Figs. 336-338

10-0

^ 3-Silnside

Fig. 336 — Cross Sections and End Elevation of All-Steel Drop Bottom Gondola Car Shown in Fig. 335.

Fig. 337 — Cross Sections of Berwind-White Coal
Mining Company Steel Frame 40-Ton Capacity
Hopper Bottom Gondola Car Shown in Figs.
338 and 339.

tE^^.

Body Bolster

Fig. 338 — Underframe Details of Berwind-White Coal Mining Company Steel Frame 40-Ton Capacity
Hopper Bottom Gondola Car Shown in Figs. 337 and 339.

Fig. 339

GONDOLA CARS— General Drawings.

331

Q) 9 o o 35_2LJi-.2~

u

o

o

m

o

o

fa

w

>.

s

o

u

o
U

P3

WJ

332

GONDOLA CARS— General Drawings.

Fig. 340

^—z'/o^"--^

Fig. 341

GONDOLA CARS— General Drawings.

333

-;l7£-

h O-

>^ "•'

0

:;"s^i:i

SWfJS/USJ

'iS.

X

B

I 'XS''^-?*

o

o

S

334

FLAT CARS— General Drawings.

Fig. 342

o

i6

U

H

Oh ^^

^1

CO ^

tt)

c5

o o o

II, °- ^

g

^ c^ —

Push
Side
Dead
Flooi

Oi O ■^ IN

o

I-.

ifl

t/J

fi<

•^

rt

U

O

^ fe

Kl

H

o

-c,.

-^

^

-^

"^

rt

li.

t ^

t^

r"

t/j Co

OJ

^

o

U U ^ UJ

m vo r^ W

<^

5

to <-!

li,

t^

-^ M c»j •>!-

Fig. 343

FLAT CARS— General Drawings.

335

u

o

ca

u

u

tn

u

o

h

CO

Pi

336

FLAT CARS— General Drawings.

Fig. 344

i

y=

T^

i^

.;

Y

i

9
k

If

-=^.-

4

1

V

^ ElL

f
1

1

, ^LJ^

*»H

m\

^==

d)-.

<

-e'e^'->

I

T

1
1

1

^

J

ii

O

Fig. 345

FLAT CARS— General Drawings.

337

338

FLAT CARS— General Drawings.

Fig. 345

U

E

u

c
o
H

fe

W

=3

j;

M

P-,

Figs. 347-348

FLAT CARS— General Drawings.

339

^•^r—JPt

340

TANK CARS— General Drawings.

Fig. 349

Figs. 350-351

TANK CARS— General Drawings.

341

Half.Seca-fCrossbearerBB Half Sec. af Bolster A A

- 20 ■

g'-o"

End Elevation

Fig. 350 — Cross Section and End Elevation of Canadian Pacific Steel Frame Tank Car Shown in

Figs. 82 and 349.

iP2_Dlqm._

ff — J"

r Openincj '

t

N

. V

1

i"-i

o

o

o

o [.

1

„

^

o

o

0

-\

i

i/'

■ iT

—^

''i^

V-3"-A

Running Board Bracket.

Fig. 351 — Body Bolster of Chicago Steel Car Company Tank Car Shown in Fig. 352.

342

TANK CARS— General Drawings.

o

Fig. 353

TANK CARS— General Drawings.

343

344

TANK CARS— General Drawings.

tig. S31

^ — 7^^3&

O

CO

o
o
o
o

U

o-

'j5

o

5

bjD.

E.

Fig. 355

TANK CARS— General Drawings.

345

cq

^

iig Boai
Rail
Rail Pc
Saddle
Block

^

Ritnii
Hand
Hand
lank
Filler

I^

oi -H rg rj rvi
^ CM CM ^^ "^

^ -^ ^S ;„ ;„ j^
(| ^ ~ il i^ S

f^ E~^

^

■^

in

CO

C7\

T-H ':^ I>^ r^

c

nj

o

o

O

H

0.

oJ

'r-

u

^

l^

c

^

=

H

'^

^

5 K5 ^

2 £ S

.2 q Q ^

■^ C ^, .^^ =

346

STOCK CARS— General Drawings.

Fig. 350

Figs. 357-358

STOCK CARS— General Drawings.

Section at Bolster Section at Inter Crosstie

347

Fig. 357— End Ele\ation and Cross Sections of Steel Frame 40-Ton Capacity Drop Bottom Stock and

General Service Car Sliown in Figs. 92 and 356.

End Ele/afion.

%xllPI
Section at Bolster. Section af Cmssbearer

Fig. 358 — End Elevation and Cross Sections of Ralston Steel Underframe 30-Ton Capacity Stock and

General Service Car Shown in Figs. 93 and 359.

348

STOCK CARS— General Drawings.

Fig. 359

---36Ji Jvk- 3 lOm-

Fig. 360

STOCK CARS— General Drawings.

349

u

u

o

E

350

STOCK CARS— General Drawings.

Figs. 361-362

SecHon A- A.

Section B-B.

3ecfion

Fig. 361 — End Elevation and Cross Sections of Pennsylvania Railroad Steel Frame Stock Car Shown in
Fig. 363. The Frame and Roof of This Car are the Same as Those Used on the Box Car Shown
in Figs. 269-271.

Fig. 362 — Cross Sections and End Elevation of Missouri Pacific Steel Frame Stock Car Shown in Fig. 360.

Fig. 363

STOCK CARS— General Drawings.

35!

.::L±

J52

STOCK CARS— General Drawings.

Fig. 364

.z'lof-

Figs. 365-366

STOCK CARS— General Drawings.

353

Fig. 365— End Elevation and Cross Section of I\rissoiii-i Pacillc Steel Frame Stocl< Car Sliown in Fig. 364.

Fig. 366 — lind Elevation and Cross Sections of CJresun Short fJne Steel Frame Stock Car Shown in

FiR. 367.

Stock Car Parts. See Fig. 368.

1 Side Sill

2 End Sill

3 Intermediate Sill

4 Center Sill
12 Body Bolster

19 Body Truss Rod

21 Queen Post

22 Needlebeani

26 Draft Timber or Sill

27

.S'/(/(' Shcathin:^

48

/■//(i Plate

28

Upper J-Iijor or

'louble

Peek

49

Belt Pad

32

Buffer Blnek or

Dead

Wood

53

Piside Lininii

33

Side Braee

81

Carline

36

Side Post

83

P III till

37

Side ISraee

87

Piunnin:^ Board

39

Ploor

93

Brake lllieel

42

Door Stop

94

Brake Shaft

46

Side Plate

190

Brake Guard Rail

354

STOCK CARS— General Drawings.

Fig. 367

60

u

u

c

o

J

o
bo

O

Fig. 368

STOCK CARS— General Drawings.

355

T'- ^

^fM^-

\IL.\] -ri" 'f "T *|- ;"•

\ — "'

--f^^>

—

\r- -i'._l

-

\:

_

J

-j

!—

:^Z:\'

'^''I'.t'--

_ C: -
1 1

_

I"

- >

—

i— i

J

iv:..

:_v_r;j.". .

1

1 ^^^

I

~^

_

(-—____

-J

i".\~- r

-/

r:_:. ■

7"Jl Jl '.'-

-.

-

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-1-

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c

1

/

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V

7

- - _

:

1 1

-!-

1

' 1

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1 1

1

L^

1

1

I

-'

' 1 1

1 1

rr

r- — --^1 1

cJ|

1 ; ; '

' ' ' !

;

1 '

r

"1- I

; R

l~

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'-

---

— ->

r - 1

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r-

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1 ^

-T, t-

1

r

= '^- i '

;«; '^ r\

--a

■?/ '

\i/

Ph

is

c

u

o

o
o

356

STOCK CARS— General Drawings.

Fig. 369

k Z%'-->\4: 2'74-->l k

1 -~SJi^5fe->k ?Vi— -

/ // ^T

JZ6

Fig. 370

REFRIGERATOR CARS— General Drawinag.

357

In Ice Box Only

=>i

PQ

A rt

U -a

M
S

rr '^'^ CVS ^ - ^ ^ ^

358

REFRIGERATOR CARS— General Drawings.

Fi^s. 371-372

H- r/"-^/3''H

|<_ 9-0 foyer Side P/afe A ,

I Torsion PwofKoofj ^ V|^y ~Car!ine \ \

fShipLaped'^^SubRoof-) " '

y4irSpoa
^ Insulafio^^

"■■■■ ~~~ ^' ■■ ""' ■ hiiri

^ Tongue 8(Groove
■^Insulation
AirSpaci
^Blind Floor ■
§'5ut Floor
InsulfbpQr, IG^urse

Fig. 371 — End Elevation and Cross Sections of Frisco Refrigerator Line Wooden 30-Ton Capacity
Refrigerator Car witli Steel Center Sills Shown in Figs. Ill and 373.

|l,-yg, Sheaf hinff
\^Hercuk5 4- Ply W Paper
■^Air Space
^2 LinoTeli
^/| Main Framing
^f^ Sub Lining

" Linofelf
^ 'g Inside Fname
^Hercules 4-Pfy'A'Paper
^/^ Inside Lining

„J AirSpace, in Ice Box
XUnIng 1 Onli/

Fig, 372 — End Ele^-ation and Cross Sections of American Refrigerator Transit Company Steel Under-
frame Refrigerator Car Shown in Figs. 107 and 370.

Fig. 373

REFRIGERATOR CARS— General Drawings.

359

\i — g'-ZoverSideSill^ ^

<jS

i c

^

<si 5

k|

r- g

i

^ o

-^

'> U

II

^ o

u

o

>

o

360

REFRIGERATOR CARS— General Drawings.

Fig. 374

Fig. 375

REFRIGERATOR CARS— General Drawings.

361

rcEf

k- S'O" Over Side Sill

Fig. 375 — End Elevation and Cross Sections of Illinois Central Wooden Refrigerator Car Shown in
Fig. 374. Names of Numbered Parts are Given Below.

Refrigerator Car Parts. See Figs. 374 and 375.

1 Side Sill

2 End Sill

3 Iiitcnncdiafe Sill

4 Center Sill
12 Body Bolster

18 King Bolt or Center Pin

19 Body Truss Rod

20 Body Truss Rod Saddle

21 Queen Post

22 Needleheam

26 Draft Timber or Sill

26a Sub-sill

30 Sill Step

32 Buffer Block or Dead Wood

33 Side Brace

34 Brace Rod

35 End Brace

37 Side Brace
37a Brace Rod

38 Brace Rod Washer

42 Side Post

43 Corner Post

44 Door Post

46 Side Plate

48 End Plate

49a Belt Rail

49c Belt Rail

52 Sheathing. Same as F

54 Lining Stud

59 Ladder Round

60 Hand Llold or Grab Lron
61r Roof or Icing Door

61s Side Door
686 Door Llinge

72 Door Bolt Bracket

73 Door Hast'

74& Door Bolt or Bar
77 Door Hook

82 Carline

83 Purlin. Same as X

84 Ridge Pole

86 Running Board

&6a Running Board Saddle

91 Fascia Board

93 Brake Wheel

94 Brake Shaft

97 Lower Brake Shaft Bearing

210 Pncoupling Rod

A Inside Lining

B Insulating Paper

C Air Space

D Insulation

E Blind Lining

F Outside Sheathing. Same as 52

G il/a/« Ploor

H Snb^floor

I B//«d F/oor

J A'ailing Strip

K Inside Ceiling

M Sub-roof

N Roofing Paper

O Sub-carline

P Mar» ;?oo/^

X Purlin. Same as 83

362

ICE CARS— General Drawings.

Figs. 376-377

Zf Pipe Top /* 1

|V.-^)^_^.

\V—3^'—^

■Ht

Drip Cup Supporf.

Drip Cup.

Fig. 376 — Drip Cup and Support for Central of Xew
Jersey Ice Car Shown in Figs. 377 and 379.

Sech'on A' A.

Fig. 377 — Central of New Jersey Steel Underframe 40-Ton Capacity Car for Ice Transportation. See

also Figs. 376 and 379.

Figs. 378-380

MILK AND ICE CARS— General Drawings.

363

■Fhper

Fig. 378— Cross :?rctions and End Elevation of Eeliigli Valley Wooden Car for .Milk Transportation

Shown in I'lg. 3SE

Fig. 379 — Underfranie of Central of New Jersey
40-Ton Capacity Ice Car Shown in Figs. 376
and 377.

Fig.

380 — Cross-Section and End Elevation of
Wooden 30-Ton Capacity Refrigerator Car.
Builder, Milwankee Refrigerator Transit b.
Car Company.

364

MILK CARS— General Drawings.

Fig. 38!

bo
o

o

u

•a
o
o

>

I

Fig. 382

CABOOSE OR CABIN CARS— General Drawings.

365

366

CABOOSE OR CABIN CARS— General Drawings.

rig. ooo

Fig. 384

CABOOSE OR CABIN CARS— General Drawings.

367

Parts of Caboose or Cabin Cars. See Fig. 383.

1

Center Sil!

15

Side Plate

29

Striking Casting

2

Center A'ailim; Sill

16

I'latforni liiid Sill

30

t upboard

3

Intermediate Sill

17

Running Board

31

Center Elate

4

Side Sill

18

C arline

32

i enter I'm

.S

Body Bolster

19

Cupola Bland Rail

33

Truss Rod

fi

Side Step

20

Smoke Jack

34

Truss Rod Strut

7

Platform Railing

21

Cupola Signal Lamp

Queen Post

8

Brake Wheel

22

Cupola

35

Main Roof

P

Side Grab Iron

23

End Ladder

36

Corner Post

in

End Grab Iron

24

Bunk or Seat

37

End or Door Post

11

Side Fascia

25

Cupola Inside Step

38

End Door

]?.

Side Brace

26

Sheathing

39

Side Jl indow

13

Side Brace

27

Lining

40

IVindow Sill

14

Sill and Plate Tie Rod

28

Cross Tie or Needlebeam

u

u

u

368

CABOOSE OR CABIN CARS— General Drawings.

Figs. 385-386

PartSmt/onOnBB

Fig. 385 — Cross Sections of Canadian Pacific Caboose
Sliown in Fig. 384.

iSf- II i K-4-1 I

Bolh'

End Brace Pbcket

Fig. 386 — Wabasli Caboose Reconstructed from a Box Car.

Fig. 387

PASSENGER TRAIN CARS— General Drawings.

369

Section B B

^-/q/" ■!-■

'""'^'^^ in

4'Z-8.l'^'-

7'8i

^6xSi-'ii"x69'/l"ly.

-3-8 Over jideSill Angles

"s ^

Fig. 387 — Baltimore & Ohio Steel Baggage Car Shown in Figs. 126 and 127. Builder, The Barney &

Smith Car Company.

370

PASSENGER TRAIN CARS— General Drawings.

Fig. 388

-3li

j.\'..%iT. ^I'.li,

1 -^-ziii-^.

"^1^5

.^ — .„

j--^

c-'i^i"

f~-i<ft

sioi — -.■>

,f..

::::::: •■

-J-/|-^

^

\<^o'fCar

•i

K-%-"^''^^

■//i--

S=M^

^.^

— 'i

u

M

fc

Fig. 389

PASSENGER TRAIN CARS— General Drawings.

371

Section Through
Sliding Door

Fig. 389— Cross Sections "t Chesapeake & Ohio Steel Postal Car Shnwn in Figs. 137. 38S and 390.

372

PASSENGER TRAIN CARS— General Drawings.

Figs. 390-393

1^ -J-j| W/" J< 6-llj"5he<!t

Shesf

Face of J d?am

, „ __:+-''(_ , ._''J_~^

Fig. 390 — Roof Construction of Cliesapeai^e & Oiiio Steel Postal Car Shown in Figs. 137, 388 and 389.

Ce///n}/e ^o expend frum
window sill fo cei/ing rn/I

Fig. 392 — Section Through Side Post of Pennsyl-
vania Railroad Steel Passenger Train Cars,
Classes P70 and i\IP58.

99^.

[.- 24--

Uzt

t'^

^=

-is"r,'f4.e'*

Seciion A-B.

Jit-

Fig. 391 — End Construction Used on Pennsylvania
Railroad Steel Passenger Train Cars, Classes
P70 and PB70.

See Note at Bottom of Page 373.

Fig. 393 — Cross Section of Pennsylvania
Steel Underframe for Passenger T
Shown in Fig. 396.

Railroad
rain Cars

Figs. 394-396 PASSENGER TRAIN CARS— General Drawings.

373

j \fA-2'2i>-^ ^'^1- * 3\2'-—^—-3\2''- Jf 3^1-

M-

^ Jih---^^i-'H4V-zi>i''-4tfeb£^||lb^fi^iH4'k- if

P r

II

:<:*

-/7/i-

^

JH

Ksf"

4£

H

"■"p-iAiX^

These >vJndows omif/ed
on opposite side

V-

, ^ 1 /^s 1

S'8/%- 4= 3'/4- — >l< e's^" 4^ e's^- --— >^ &'sj- 4c 6'S^

k S43"Twck Centers

< II 4g Oyer Sadif Corner Posls

Fig. 394 — Side Construction of Pennsylvania Railroad Steel Passenger Train Cars, Class j\I70.

k-

< /6|

CenhrSill K-
Secf/on. U

S444 Oi-erBody-

^x26 Cover Piate

'-SJ^S^Z-S-^^Z^^^'I--^S%='^J^-^;>^.

k-

-60-

-, 6.S*

■39'9" Truck Ceniers

64'5%"0>'er Buffers

Fig. 395 — Underframe of Pennsylvania Railroad Steel Passenger Train Cars, Classes MP54 and MPB54.

\c.-f6- -•■^•—37^ — >uJ&

SJI =(< Sll-

V- ao'3l'o^er/lll-

Fig. 396 — Underframe of Pennsylvania Railroad Steel Passenger Train Cars, Class P70. See Fig. 393 for

Cross Section.

Note: — Figs. 391-400 Cover General Design of All Pennsylvania Railroad Steel Passenger Train Cars.
See also Fig. 142 for Day Coach and Fig. 158 for Dining Car.

374

PASSENGER TRAIN CARS— General Drawings.

Figs. 397-400

Fig. 397 — Cross Section rif rennsylvania Railroad
Steel Day Coach and Combination Cars,
Classes P70 and PB70. Section Through
Windows Shown in I'ig. 400.

Fig. 398 — Cross Section of Pennsylvania Railroad
Steel Combination Cars, Classes MPS4 and
MPB54. See Fig. 399 for Section AB.

\ ,u „ i "-".r ,V

■A<-~4g"--\<-

Fig. 399— Section Through AVindows at AB in Fig. 398.

\'-^a-'^.3t-

^/[•'--'%'--t-~''i'^lr-

Sect'On ThrouQh ^'WofV^

Fig. 400 — Section Through Windows in Fig. 397.

See Note at Bottom of Page 373.

Fig. 401

PASSENGER TRAIN CARS— General Drawings.

375

c<i

u

•Si
-3

376

PASSENGER TRAIN CARS— General Drawings.

Fig. 402

O
U

o

u

pq

bo

E

c
5^-

u

3

o
m

.5?

o

n

1

o
>*■

bb
S

Figs. 403-404

PASSENGER TRAIN CARS— General Drawings.

377

-9-0 Eaves Moulding -

^1 a:

-^ II-Oq faves Mou/djng-

V3-0—

-^

-3-0-

..^-

^■

-3-0-

J-Sj'----

J3^

-E-3"-

r^

'^^

- '^'-5i »i 5'p S-7£- - ^ SV- 3-/fe" --^sy fj|--^3|'5i^;fi'' g

-69-l/i-

J?

-2-iOn,

Fig. 403 — Side Framing of Lake Shore & Michigan Southern Steel Day Coach Shown in Figs. 145, 402,

404 and 405.

Fig. 404 Cross Sections of Underframe of Lake Shore & Michigan Southern Steel Day Coach Shown in

Figs. 145, 402, 403 and 405. These Sections Refer to Fig. 402.

378

PASSENGER TRAIN CARS— General Drawings.

Figs. 405-406

Fig. 405 — Roof Framing of
Lake Shore & Afichigan
Soutliern Steel Day Coach
Shown in Figs. 145 and
402-404.

5ecHon atCenf^rofCa

f 3 '~l(fOver Angles ■

Body End Framinq

Vesf-ibule End Fram'mq

Fig. 406 — End Construction of New Yorl< Central & Hudson River Steel Dining Car Shown in

Figs. 162 and 407.

Fig. 407

PASSENGER TRAIN CARS— General Drawings.

379

B
o
U

U

bo

o
Iri

U

be
□

5

Pi

X

C

U

o

s

380

PASSENGER TRAIN CARS— General Drawings.

Fig. 408

S ToRait

Fig. 409

PASSENGER TRAIN CARS— General Drawings.

381

382

PASSENGER TRAIN CARS— General Drawings.

Fig. 410

Fig. 411

PASSENGER TRAIN CARS— General Drawings.

383

Fig. 411— Pullman Standard Dummy or Xon-Vcstibule End Framing for Steel Cars.

Parts of Steel Passenger Train Cars. See Fig. 410.

1 Cciiler Sill II cb Plate

2 Center Sill Bottom .-lni^lc

3 Center Sill Tof .-lir^lc

4 Center Sill Cover Plate

5 Side Sill .-]/(-/(.'

6 Needle Beam Bottom lie

7 Body Bolster Tie Plate

8 Body Side Bearing

9 Floor A'ailin:^r S'trif

10 Floor Nailing Strip

11 Floor Nailing Strip

12 Underfloor Course

13 Top Floor Course

14 Floor Support

15 Needle Beam Center Filler

16 Bolster Center Filler 31

17 I'loor Nailing Strip Stiffeiier 32

18 1-loor Nailing .S7/i> Stitfener 33

19 .Ingle Side Post 34

20 'Pee Side Post 35
Plate 21 Butter Beam 36

22 Buffer Beam Fxtension 37

23 Corner Post 38

24 Fnd Poor Post 39

25 fntermediate Pnd Post 40

26 Platform Cover Plate 41

27 Steel Underlloor Plate 42

28 F)razc Bar Carry p-on 43
30 Side Girder 'Top ihvnher or 44

Belt Rail 45

/ 'estil>ule Corner Post

I 'estibule Diapliragin Post

W indole Pleader Angle

Side Sheathing Plate

Koof or l^oieer Deek Carline

Fiool or Upper Deek Carline

Metal Fnd Plate

Side and Fnd Sill Corner Gusset

irindoTo Sill Jngle

Side Post Gusset

■■/." Bar Side I'late

End Sill Top Tie Plate

End Sill Bottom Tie Plate

Draft Fug Angle

End Sill Channel

384

PASSENGER TRAIN CARS— General Drawings.

Figs. 412-413

«-i^"--

^ ^,^„ „!;::^

Fig. 412— Side Framing of Pullman Steel Sleeping Car Shown in Figs. 176, 181, 413, 414, 416-418 and 420.

4 //jg O^er Body Corner Posf-

g Plaie to Coyer
Manhole.

1=11 _. V manhole.

(m T^^ T /" / T

1 J I T«^""-

Section D.D.

Fig. 413 — Vestibule Construction of Pullman Steel Sleeping Car Shown in Figs. 176, 181, 412, 414, 416-
418 and 420. Dummy End Framing is Shown in Fig. 411.

Figs. 414-416

PASSENGER TRAIN CARS— General Drawings.

385

-£'lli--

k s'-llg"owrEavs5 - - - -

Fig. 414 — Cross Sections of Pullman Steel Sleeping
Car Shown in Figs. 17C, 181, 412, 413, 416-418
and 420.

Fig. 415 — Cross Section of 67-ft. Steel Daj^ Coach.
Builder, Standard Steel Car Companj-.

FktolHk'

5" Ketjsione.

x-y

ji.

'^^ Section Through Saloon i^indoy/.

Fig. 416 — Sections as Indicated by Reference Letter

386

PASSENGER TRAIN CARS— General Drawings.

Figs. 417-420

4.'oi"To ffoiL j T

3 6^

-A

'6 To Rail.

Fig. 417 — Body Bolster and Platform of Pullman
Steel Sleeping Car. See Fig. 420.

8 6^ 'i^a xjxg I's-SeOa Long

„-s' pi" 5", r", T
is" ^I'^lTe L-5 Lc,ng\

5-116*

4 7-

—a'S' Oyer Ecrfes—
--,------x4!|'

Fig. 418— Cr

Ste

ss Sections of Underframe of Pullman
el Sleeping Car. See Fig. 420.

Fig. 419 — Cross Section of Interborough Subway
Jlotor Car Shown in Fig. 421.

Fig. 420— Underframe of Pullman Steel Sleeping Car Shown in Figs. 176, 181, 412, 413, 414 and 416-418.

Fig. 421

PASSENGER TRAIN CARS— General Drawings.

387

-*--as-'->K 19-'- ^

'CE

Section at Center line.

^ A ^ 1ijL=

wm_

iSfiSr

n:

Section A-B.

Fig. 421 — Interborough Rajjid Transit Sulnvay Steel Alotor Car, Built Under the Gibbs Patents. See als

Fig. 419.

388

PASSENGER TRAIN CARS— General Drawings.

Fig. 422

tm
£

Fig. 423

PASSENGER TRAIN CARS— General Drawings.

389

390

PASSENGER TRAIN CARS— General Drawings.

Figs. 424-425

Parts of Wooden Passenger

Train Cars, See

Figs. 423-425.

3 httcrmcdiatc Sill

4 Center Sill

6 Floor 'Nailing Strip
20 Body Truss Rod

22 Queen Post

23 Titrnbuckle

24 Truss Rod Anehor

26 and 2fin Cross Tic Timber

or Needle Beam-
26/1 Cross Tie Timber Truss

Rod Bearing or Strut
26t Needle Beam Truss Rod

27 Floor

34 Platform Sill

51 Braee

5S irindow Post

59 Side Furring
59b Furring Bloeh's
59c End Furring

60 Stud

60f Fnd Stud

61 Corner Post

62 Door Post

63 I'rtiss Plank

65 Belt Rail

65(7 Auxiliary Bell Rail

66 Slieatliing Nailing Strip

or Furring

67 Continuous Blocking
81 Belt Rail Cap

90 JVindozv Lintel

-l^^—J

i''ig. 424 — Side Framing- for Wooden Passenger Train Cars. See Names of
Numbered Parts on This Page.

93 F,avcs i\Ioldiug

98 Side Plate

99 Door Lintel

100 Compound Upper Deek Carliuc

101 I^oz^'er Deck Carline
Upper 102 Deck Roof
Loiver 102 Main^ Roof
108 Platform Hood Boiv
111 Deck Sill
115 Deck Post

117 Deck Plate

118 Upper Deek Carline

137 iVindow

163 Compression Beam

164 Compression Beam Brace

164/) Auxiliary Compression Beam Brace

165 Counterbrace
260 £»(/ P/,7/r

\:ix

Fig. 425— Interior Views Showing Framing of Wooden Passenger Train Cars. See Names of Numbered

Parts on This Page.

Figs. 426-427

DYNAMOMETER CARS— General Drawings.

391

-530 O'^.r^nd 5!ns

Fig. 426 — -Xortliern racilic Dynamonu-lcr Car.

Fig. 427 — Side and Roof Framing of Atchison, T(Jiicka & Santa I'"e Steel Frame Dynamometer Car

Shown in Figs. 217 and 428-430.

392

DYNAMOMETER CARS— General Drawings.

Fig. 428

c'to

O u-

O • O

O |C!ii!tO ■

"oXio o o |a-'^oTo3iif;5|o o^OTifo'd

— * ' 1--^ — W — 1 \ — *Ti!^ — L-

1

(0 O O O O • O'I'l

l^

o o • o

|al|)

I

L

J^-3 C,J3.2S

^L-i-z^'rLi-ill^L

Crosstie M Dynamomei-er End Looking Torran^s CenferofCar: CmssHe OpposlM Di/namome^r £nd Looking Toirarils Center of Car.

Fig. 428 — Underframe of Santa Fe Steel Frame Dynamometer Car Shown in Figs. 217, 427, 429 and 430.

x-iiis. i^:?-TOU

ijiiNrtiviuMETER CARS— General Drawings.

393

I< /3s- — >|< /<?i

J

f

; iO'ii

Ui°

u

H >?^|':^ ^>|< — /£$--■>

Fig. 429 — Underframe at Dynamometer End of Santa Fe Dynamometer Car Shown in Figs. 217, 427

428 and 430.

£^^JifJl-^

i'JpJiL

Secfion A-A

3ecf/on B-B.

-,1' ,1' i;

i Z-Ban

' ill'' ° i

.j-_41iL4-4-

ii

O 'i

III Cu

/I /'JC

hJ'iL \

^f_°i^.gtu_4^

---Af

I

v^//-7n iiiik^ ,»

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111

li;! :

I

.^A^mML-A-^-^-^-^-=J^%

W^44^iob'-

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oig) ©) © @ @ Cojlo ojr[Lo i o o| o: Qilljiol o o

i • \-=z'<^z''a

■i

o«l

o

o'
o

Fig. 430 — Body Bolster at Dynamometer End of Santa I'^e Dynamometer Car Shown in Figs. 217

and 427-429.

394

STEAM SHOVELS— General Drawings.

Fig. 431

o

U

m

m

bo

o

<

Fig. 432

UNDERFRAMES— General Drawings.

395

-+

"^

a.

o

U

Pi

3

m

bo

o

U

"o

C

o
O

c
o
H
o

n

I

CO

bib

396

UNDERFRAMES— General Drawi..,

"T

e-e-A*

|?o5

-+

*

jLiJ>.-

4-c^--

a; !]■

o
u

u

CEi

bo

E

o

O

o

a

c

a.
o

U

o
H

Figs. 434-435

UNDERFRAMES— General Drawings.

397

<- - S-S bcfr>'een Channels
Z'8--

U

u

'Si

bo

o
in

u

o
t/7

c3

o

O

^

I

^^^-lO^-f'^^S-ZM'.

398

UNDERFRAMES— General Drawings.

Figs. 436-437

31-7—

Fig. 436 — Steel Underframe for 40-Ton Capacity Box Car. Builder, Pittsburgh Equipment Company.

Body Bolster

K— /7--->U--/7--'-
Seciion A-C. SecHon ^-B.

^^

Cross Sechon at Centen
Fig. 437 — Steel Underframe for Chicago, Burlington & Quincy Parlor Car. Builder, The Barney & Smith

Car Company.

Figs. 438-439

UNDERFRAMES— General Drawings.

399

&UI

^ ofPraffJu^-^^2_ ^^ ^^

5-4"

-l9-fTruckCent€rs -

Fig. 438 — Steel Underframe for Caboose. Builder, Bettendorf

Axle Companj'.

ifetb']

-4l'll'4'~

-20y-^

Tfl

3^ ■^-',-^r»Fy-TH;,;T^^-

© _9l|_o _pl

_^K^r^/^-/4

■^/' — -1

Section at Body Bolster
Fig. 439 — Steel Underframe for 50-Ton Capacity Box Car. Builder, Bettendorf Axle Company.

V-i4f-h

Section at Need k Beam

400

UNDERFRAMES— General Drawings.

Figs. 440-442

3'-7'Fhor3eom ^

■'^^-n'sfCofBolsters + 4'-IO,f-

<« 36-llganferSill ^■^-it,<

Fig. 440 — Steel Underframe for Boston & Alaine 40-Ton Capacity Box Car. Builder, Western Steel Car

& Foundry Company.

J

J

T~i-'<=>

\ ... 1

5«ti»i^C-D S)»>'bgC»lS(HlO»>XEB»m.

5«iion.rf E-F 5t»wirMG»i 5t«l NwJIc &=.«.

Fig. 441 — Combined Wood and Steel Underframe for Passenger Train Cars with One Vestibule and One
Non-Vestibide End. Usin,!:? Commonwealth Steel Company's Cast Steel Combined Platform and
Double Body Bolsters.

^^

^A

^^

^nndi

n^^^^^^^^^H^n

L

1

r

f!^

\i t^

■agp» .. VMdyillllli

*

..,.. ..23«.V^':;;:;

1

'" V'^

^

%

•J

"IJSIE

^

JL

"^^1

j-j

!^^™

^^^^

Fig. 442 — Steel Underframe for SO-Ton Capacity Gondola Car. Builder, Bettendorf Axle Company.

Figs. 443-445

UNDERFRAMES.

401

Fig. 443 — Ralston Steel UnUerframe for 35-Ton Capaeity Hopper Car. See also Fig. 433.

Fig. 444 — Ralston Steel Underframe for 40-Ton Capacity Hopper Gondola Car.

Fig. 445~Ralston Steel Underframe for 40-Ton Capacity Gondola Car. See also Fig. 432

Fig. 446_Commonwealth Steel Company's Steel Underframe for Strengthening Old Postal Cars

402

UNDERFRAMES.

Figs. 447-451

Fig. 447 — Pressed Steel Underframe for 50-Ton Capacity Box Car. Builder, Pressed Steel Car Company.

Fig. 448 — Steel Underframe with Double Center Sill Equipped with Cast Steel Ends. Builder, Bettendorf

Axle Company.

Fig. 449 — Steel Underframe for Tank Car, Capacity 12,000 U. S. Gallons. Builder, American Car &

Foundry Company.

Fig. 450 — Underframe for Chicago Steel Car Company's Tank Car, Capacity 8,000 U. S. Gallons.

Fig. 45i — Underframe for Steel Suburban Car Shown in Fig. 189.

Figs. 452-456

UNDERFRAMES.

403

Fig. 452 — American Car & Foundry Company Steel Underframe.

Fig. 453 — Bottom View of Steel Underframe for Caboose. Builder, Bettendorf Axle Company.

Fig. 454 — Steel Center and Draft Sills for Canadian Pacilic Caboose.

Fig. 455 — Subsills for Strengthening Old Cars. Builder, liettemlorf A.xlc Company.

Fig. 456 — Commonwealth Steel Company's Combined Steel and Wood Underframe for Passenger Train
Cars, Using Cast Steel Cond^ined Platform and Double Body Bolsters. Steel Cross Ties and
Needle Beams.

404

UNDERFRAMES.

Figs. 457-459

Fig. 457 — Steel Frame for Erie Railroad 75-Ton Capacitj' Flat Car Shown in Fig. 71. Bnilder, American

Car & Foundry Company.

Fig. 458 — Ralston Patent Steel Underframe for
Freight Cars. Builder, Ralston Steel Car
Company.

Fig. 459 — Steel Underframe for Ann Arbor 40-Ton Capacity P.ox Car Shown in Fig. 7. Builder, Western

Steel Car & Foundry Company.

Figs. 460-464

UNDERFRAMES.

405

Fig. 460— Steel Underframe for Passenger Tram
Cars.

Fig. 461— Steel Underframe for Passenger Train
Cars.

Kuilder, The Harlan & HoUingsworth Corporation.

Fig. 462 — Partially Completed Steel Underframe for
Pullman Steel Sleeping Car Shown in Fig. 176.

Fig. 463 — Steel Underframe forf^Pullman Steel Sleep-
ing Car Shown in Fig, 176.

Fig. 464 — Steel Underframe for .\tlantic Coast Line
Day Coach. liuihler, Central I.oeomotive &
Car AA'orks.

406

BODY FRAMING.

Figs. 465-468

Fig. 465 — Steel Frame for Observation Car. Builder, Fig. 466 — Steel Frame for Pullman Sleeping Car
The Barney & Smith Car Company. Shown in Fig. 176.

Fig. 467 — Steel Frame for Erie Railroad Box Car Shown in Fig. 5.

Fig. 468 — Steel Frame for Pullman Sleeping Car Shown in Fig. 176.

Figs. 469-472

BODY FRAMING.

407

Figs. 469 and 470 — Steel Frame for Pennsylvania Railroad Day Coach Shown in Fig. 142.

Fig. 471 — Steel Frame for 40-Ton Capacity Gondola
Car. Builder, Middletown Car Company.

d Frame for Parlor Cafe Car Shown in Fig. 179.

408

BODY AND FRAMING DETAILS.

Figs. 473-476

Fig. 473 — End Construction of Steel Baggage Car.
Builder, The Harlan & Hollingsworth Cor-
poration.

Fig. 474 — Van Durn One Piece .Steel End for Box
Cars with End Door. W. T. Van Dorn
Company.

Fig. 475 — Van Dorn One Piece Steel End for Bo.k
Cars. VV. T. Van Dorn Company.

Fig. 476 — Pressed Steel Unit Sections for Suburb'^n Car Shown in Fig;, \

Company.

GO J A1^ 1^^. 4-1, T3..„4.U

Figs. 477-479

FRAMING DETAILS.

409

..OWtR DECK
ROfiF SUPPORT

Fig. 477 — Pressed Steel Shapes for Passenger Train Car Framing. Cleveland Car Specialty Company.

w ^^

Fig. 478— -Cast Steel End Sill for I'reight Cars. Pittsburgh Equipment Company.

Fig. 479 — Commonwealth Steel Company's Upright End Frame in One Piece, and Commonwealth Com-
bined Platform and Double Body Bolster for Vestibuled Cars.

410

FRAMING DETAILS.

Figs. 480-482A

Fig. 480— Commonwealth Steel Company's Upright End Frame in One Piece, and Commonwealth Com-
bined Platform and Double Body Bolster for Non-Vestibule Cars.

Fig. 481— Commonwealth Steel Company's Cast Steel End Sill for Freight Cars, with Flory Carry Iron.

iSolfs ^ _^' , end Sill., t^g^ ^ A'

tr-f--43-ti

Fig. 482 — End Construction for Chicago & Alton
Box Cars.

Fig. 482A — End Construction for Lake Shore &
Michigan Southern Passenger Train Cars.

Figs. 483-488

FRAMING DETAILS.

411

Fig. 483 — Cast Steel Needle Beams. Commonwealth Steel Company.

Fig. 484 — Needle Beam and Queen Posts for Chi-
cago, Burlington & Quincy 40-Ton Capacity
Wooden Box Car,

Fig. 486 — End Door Post Construction for Inter-
borough Sub-svay Steel Motor Cars.

Fig. 485 — Needle Beam Trussing for New York, New
Haven & Hartford Wooden Day Coach.

Fig. 487 — Section Through Door Posts of New
York, New Haven & Hartford Wooden Day
Coach,

Fig. 488 — Western Timber Pockets and Their Application, Western Railway Equipment Company.

412

BOX CAR DETAILS.

Fig. 489

X — a'- si"-

-^

O O O O O 0 o

-^

II III

'^4

Steel PJafe
Side Door Profecf/on Sfr/'p

I I "
-8'- 2^

"*1 *r/.

9 Equa/ Spaces

Profecf/on Strip Side Door
Sieei Piafe

y^i"

En/ar^ed Section

- H h- 'i HAjqysi^i^- 6"'-'H--6t.^- 6"-^iy

5 -/ ^.-

SfrapiDoor Hasp Holder
Wrof Iron

±

o

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0 o o o

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10

End Sill Anyle

■^P3-

L 1 \ -"

-V

^2>

Z Bar Stiffener ; Side Door

-A Square

lrfil — ,_,- - ,,,

-6'-£f- >+ , I"

Side Door Track ~ Con7n7ercial Z~Bar

"^'^ J— ^r — K

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Sill step
iVroi iron

1 ^ ,

3-6 H

Hand Brake Connections
Wrot Iron

Hanof Brake C kiain
lA^rof Iron.

'°I6 -

Guide : Hand Braise i^od j_ _
Wrof iron

IJ Bolt Pipe Support
Wrof Iron

o

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oil ^l'*

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a_i_

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Corner Plate
Wrat Iron

Y- — 6 — >f -g--H

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Sfeef

^'im

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Brake Leyer Dead
Wrof iron

Mi Holes Drilled Is

L"

^ T-—r

*£-

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Brake Lever
Wrot Ir(?/7

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I

r ^—3" — ^

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il -6-

-3rr^

I"

^ Brake Cylinder Lever
\\^ Wrof Iron

Jl

in

Hand Brake Shaff
Wrof Iron

ffelease Valve Pod
Wrof. iron

UL

Fig. 489— Details Used on New York Central & Hudson River Box Car Shown ir

Fig. 490

BOX CAR DETAILS.

4i;

Ca^iB

."^^c

1>^ — hr""^Bj)"^^^as

3C

^

Brake Cylinder
Push /foe/
WroA /rot?

Coyer Fla/e . Crossf/e

-8- ^p

o o o O O o u

O O O O O 0

o O O o o o

o O O O o o o

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oooo OO OOOO o ooo

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Bolster Coi'er Plate
g'steel Plale

<-

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1

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Tie Plate : Brake Letter Pulcram
Wroh Iror?

Reservoir Support
Steel Plate

r -74— 't'ls^ ^_ ,,^_^ ^„ ^,, ^„ ,, ,^

Sheafhina, Rooflna and Unina Dlmenshn'A" to be 4^,5^,8^,7^,8^ orS^

rtonrlrjg
Fig. 490— Details Used on New York Central & Hudson River Box Car Sliown in Figs. 274 and 276.

Bolster Tie Plate ""'o
Steel

414

BOX CAR DETAILS.

Fig. 491

Body Cenfer Plate

All Holes Cored g D/a.

CasI Steel

R. T

<-/,

rr

■8

—eJi—>\<—6"-

Section X-X

Uncoupling
Stiaft Brac/cet
Moll Iron.

k I3l Exact *

Section Y-Y

Section Z-Z

Solster Center Castina
Mall. Iron

/i^t^

^^

i

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i —

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1 1 ,-»

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1

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£0k

9 ^ Section

Uncoup/t'nf 5haff- Bracket
Ma/l. Iron

Z-Z

Sfriking P/afe
Ma//. Jror?

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O Q O O ^JO O

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o o o o o o

C's'k

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-3'~ 3'^

End Sill Plate - Steel

-i— J.

6 — H

P"

±

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ooooooo o ooo o o o ooo o oooooooo

Connecfion/lnyle: Side 511/ Jl Bolster

~^S^ Holes Ig'Dia

.> il*^ ^I — — —

— a - 5 —

T^

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End Sill An^le
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Enc/ SiU Ana/e

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^

6'-6i"-

Sfiffener An^le
Side Door

Diai^onaf Brace
Commercici/ Ang/e
Fig. 491 Details Used on New York Central & Hudson River Box Car Shown in Figs. 274 and 276.

Fig. 492

BOX CAR DETAILS.

415

/^^

k ZO'^ M

Tie Plafe.Draff- Sll/s
g"Sfee/ P/afe

'4

Tie P/afe : Cr o ss fie
Sfeel P/afe

Gusse f Plafe -Sfeef

Cenfer S/f I Sf/ffenen
Sfeef Pfate

0000

A ^ all

Y-Gfs—A

■?

Cenfer Si//Sf/ffener
■Sfee/ Pfafe

H2
Gi/ssef Pfafe-Sfee/ Gusse f P/afe
Sfeef

Runnirra Board /-^««^^^-^ /i /

rac/<ef -Wrof frofT J

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1

Corrnecf/or? Cffp
Sfeef Pfafe

Spffce Pfafe

Sfeef

A/f Hofes f^"Dfa.

Cussef Pfafe
End i Sfde Sfff
Sfeef

Braf<e Sf?aft Sfep
Wrof fron

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Connecffon An^fe
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Sfeef

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Braf^e Sfep Brae fee f
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Sfeef Pfafe
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Pfpe S upporf
Wrof. fron

Hand Br-ake Gufde Connecff
af Bo/sfer-
Sfeef Pfafe

'on Trafn Pipe Bracffef
Pfafe
Side Door

J/3"

16 Sqf

Fig. 492 — Details Used on New York Central & Hudson River Box Car Sh

in Fi

16

Ooor Track

S upporf

Wrof fron

274 and 276.

416

BOX CAR DETAILS.

Fig. 493

/^^ W-

Section '^^//z^ I

fl-fl Secfhn A -A

Hanc/ Brake Wheel

1, 7/' J<- ?,'">; ^'i-

01

I !y I

r^*.i

N-N

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Post Packet
^pi" p-r" 1 1"

A/17// /.^(7/7

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Core

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Corner Post iBrace Pocket
. Ma/I. Iron

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^£75/ ani^ Brace Pocket
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— 5VJ I /„5

/ 1 Door Post cin^ Brace Pocket
(. cJJl--^ Mall Iron

- Tic?' ._g6i..^'^|i /'fi -r--^

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■•7« End Post t Brace Pocket
Mall. Iron

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£2

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Section X-X

Post anot Brace Pocket
Mall. Iron

S

J"

Post and Brace Pocket
Mall. Iron

II 3"

Coupler Carrier
Mali. Iron
S"

Rid^e Pole Bracket
Mali. Iron

Brake Shaft Bearing
Mall. Iron

h--

-fe

Brake Shaft Bear in a
Mall. Iron

''"'7,«^i'i. f.tx

"?^f1Wy

K-^-^

Fur line Bracket
Mall. Iron

Body Side Bearir?o
Mall. Irar?

yh

Mali, iron

Deacf L e^'er l^uide L ug.

Fig. 493 — Details Used on Xew Yorl< Central & Hudson River Box Car Shown in Figs. 274 and 276.

Fig. 494

BOX CAR DETAILS.

417

WS- ^ All Holes Cored s Oia.

^citorr? 6u/'^e ■■ 5/i^e Door
Mall. Iron

Vil_iz'_l\ I Door Hasp

i^'s Mall.lron

Section X-X

Push Po/e Pocket
Mall. Iron

-16 1 >j

Combinecf 5fop ar?o/ Loc^.'5/We Door
Mall. Iron

Door Post Pocket
t^alt. Iron

Par/a' Brake Pawl
Cast Steel

Fig. 494 — Details Used on New York Central & Hudson River Box Car Shown in Figs. 274 and 276.

418

STEEL PASSENGER TRAIN CAR DETAILS.

Fig. 495

Fig. 496

STEEL PASSENGER TRAIN CAR DETAILS.

419

420

STEEL PASSENGER TRAIN CAR DETAILS.

Fig. 497

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Figs. 498-500

BODY BOLSTERS.

421

-V

-r^-jf-^-

O ^

..i^'-'

^

o;:;ai3 li 010 c#t^::T3 liicoHO

----■;«:------.(■--

■^-f^

..3%'1-1-.

^--T,:.i|".-.ir

s^

H

Section B-B.

Section A-A.

Fig. 498 — Cast Steel Box-Section Body Bolster. American Steel Foundries.

r'T

Fig. 499 — Gould Cast Steel I-Beam Type Body Bolster. Gould Coupler Company.

Fig. 500 — Cast Steel I-Section Body Bolster. American Steel Foundries.

422

BODY BOLSTERS.

Figs. 501-503

EEE

'Lr,

i

-A

dY—-./7»'-^4i\^

-^ ^■4"-

L :— --...^ :— J

Fig. 501— Two Piece Cast Steel Body Bolster for Freight Cars with Channel Center Sills. American

Steel Foundries.

Section B-B.

Sec+'ion A- A.
Fig. 502 — Cast Steel Channel-Section Body Bolster. American Steel Foundries.

otLC-non ^T e»r.4Trw

Fig. 503 — Cast Steel Body Bolster for Wooden Underframe Flat Car. American Steel Foundries,

Figs. 504-506

BODY BOLSTERS.

423

Body Bolster Parts, See Fig. 505.

1 Top Plate

2 Bottom Plate
4 Thimble

9 Body Side Bearing

10 Truck Side Bearing

11 Body Center Plate

12 Truck Center Plate

14 Body Truss Rod Saddle

15 Body Truss Rod

16 Truck Bolster

19 Filling or Web Casting

Fig. 50'1 — Commonwealth Steel Company's Cast Steel Combined Plat-
form and Double Body Bolster for Passenger Train Cars.

O j O

til

)
O i O

e O

O e I c O b^p jo;

a=

E

o o o (Oi;iPnii;>Dt5

Fig.

505 — "Simplex" Body and Truck Bolsters with Susemihl Roller Side Bearings. Simplex Railway

Appliance Company.

1 . {'"iO'-rj

Fig. 506 — Cast Steel Body Bolster for Wooden Gondola Car. American Steel Foundries.

424

BODY BOLSTERS.

Figs. 507-509

Z3

n;

Fig. 507 — Commonwealth Steel Company's Cast Steel Com-
bined Platform and Double Body Bolster for Xon-
Vestibule Passenger Train Cars.

o a a » o a o^o o <j o a o o^^c

- a a o o a a a

._9_-_-

a o

QO

^^^

-

\ CD H

H

1 X^~.-

,>i!^_

,„„

5"a

■55

li -3"-"(j-"5 a'-^a' a

- rii'^ J

Fig, 508 — Monitor Body and Truck Bolsters with Creco Side Bearings. Chicago Railway Equipment

Company.

Fig. 509 — Simple.x Body and Truck Bolsters for Freight Cars with Long Draft Sills and Deep Side Sills.

Simplex Railway .Appliance Company.

Figs. 510-514

BODY BOLSTERS.

425

Fig. 510 — Cast Steel I-Section Body Bolster. American Steel Foundries.

, -wj—i-ir -^- *:*" ^jt

Fig. 511 — Simplex Body Bolster with Cast Steel Well Filler, in Positinn on Simplex Truck Bolster with
Susemihl Roller Side Bearings. Simplex Railway Appliance Company.

Fig. 512 — Simplex Body Bolster with Plate Web Filler, in Position on Simplex Truck Bolster. Simplex

Railway Appliance Company.

Fig. 513 — Monitor Body Bolster in Position on .Monitor Truck Bcdster. Chicago Railway Eipiipment

Company.

Fig. 514 — Bettendorf Body Bolster in Position on Bettendorf Truck Bolster. Bettendorf Axle Company.

426

BODY BOLSTERS.

Figs. 515-519

Fig. 515-Keystone Type Double Web Cast Steel Body Bolster. American Steel Foundries.

Fig. 516— Commonwealth Steel Company's Cast Steel Separable Body Bolster for Steel Freight Cars.

Fig. 517-Commonwealth Steel Company's Cast Steel Separable Body Bolster for Wooden Freight Cars.

Fig. 518— Monitor Body Bolster. Chicago Railway Equipment Company.

Fig. 519— One Piece Cast Steel Double Body Bolster for Passenger Train Cars. Commonwealth Steel

Company.

Figs. 520-524

BODY BOLSTERS AND BUFFERS.

427

Fig. 520 — Commonwealth Steel Company's Combined Cast Steel Platform and Double Body Bolster for

Vestibuled Steel Cars.

Fig. 521 — Commonwealth Steel Company's Combined Cast Steel Platform and Double Body Bolster for
Vestibuled Cars with Combined Wood and Steel Underframes.

Fig. 522 — Commonwealth Steel Company's Cast Steel Combined Platform and Double Body Bolster for

Non-Vestibiiled Steel Cars.

^x

Fig. 523 Commonwealth Steel Company's Cast Steel Combined Platform and Double Body Bolster for
Xon-Vestibuled Cars with Combined Wood and Steel Underframe.

TiliJ^i^^

Fig. 524— Commonwealth Steel Company's Cast Steel Buffer Sill for Passenger Train Cars.

428

BUFFERS.

Figs. 525-527

Fig. 525 — Commonwealth Steel Company's Cast Steel Combined End and Bnffer Sill.

Fig. 526 — Commonwealth Steel Company's One Piece Cast Steel Buffer Sill and Anti-Telescoping Plate

for Non-Vestibuled Cars.

I k4 Carry Iron

A Ilotisiiii^

B IVedge

C Jl'cdge Plates

D Leaf Springs

E Pill

F Colter Pin

G Cover Plates

H Spring ll'car Plates

I Bottom JVcar Plate
J Pop Wear Plate
K Cotter Pins

Fig. 527 — Gould Friction Striking Plate Buffer as Applied to Chicago, Milwaukee & St. Paul Box Cars.

Gould Coupler Company.

Figs. 528-530

BUFFERS.

429

Fig. 528— Gould Friction Striking Plate lUiffer for
Freight Cars. See also F'ig. 527. Gould
Coupler Company.

Fig. 529 — Gould Spring i'.nffer for Xon-Vestibuled
Passenger Train Cars.

Coap/'nff L/n€-

This Distance Mo f less
Than Travel of Draft Gear

Secfton A-A

Fig. 530 — F'orsytli High Capacity Buffing Device Applied to Cast Steel Platform. Forsyth Brothers

Company.

See Page 430 for Names of Lettered Parts.

430

BUFFERS.

Fig. 531

Th/s D/s^once Nof
Less Than Troye/ of
Drafi' Gear.

Coup/mq L//

Fig. 531 — Forsyth High Capacity Buffing Device Applied to Built Up Steel Platform. Forsyth Brothers

Company.

Parts of Forsyth Buffing Device Shown in Fig. 531.

A

Housing Cusliiig

J

B

Convex FoUozver

K

C

Concave FoUozver

L

D

Side Stem Brackets

M

E

Bottom IP'car Flalcs

F

Chafing Plates, Center Stem

N

G

No. SO Spring

O

H

No. 51 Spring

P

I

jVo. S3 Spring

Q

spring Friction Flalcs R

Tread Plates S

Side Stem Spring ]]'asher T
Buffer I'ace Casting zeitli Inserts — U

I'estiluile End Only V

Buffers W

Buffer Bread Plate X
Buffer Angle
Buffer Face Plate

Hinge Plate

Center Stem Chafing Block
Side Stem Chafing Block
} 'eslibide End Side Stems
i'estibnle End Center Stems
li/i-ineh He.vagou N'ut
^4-inch Cotter Pin

Parts of Forsyth Buffing Device Sfiown in Fig. 530.

A Concave Follozeers E

B Cou've.v F'ollon'crs F

C Interlock Folloivcrs G

D 2 Complete Sets of Friction Plates H

Side Stem. Spring No. S3 I

Outside Springs No. 50 J

Inside Springs No. SI K
Bottom. Wear Plates

Side Stem Spring JJ'aslier
Side Stem Spring Thimble
Main Spring JJ'ashers

Fig. 532

BUFFERS.

431

o
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ni

n

O

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4

J

J-Js

\

1

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*l

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1

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fJ

!

Y

A

1
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/
1- ip

/I

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f

A

A

II

M
S

432

BUFFERS.

Fig. 533

O

a

3

<o

V t, (i, ~

H

^

k: t^ ;:^ tn; C '^^ ^ ^

rt

t-

L .

Hi

^"

<u

a>

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■"- t^ i"::

c/3

r;

■::: ~ ''- "^

:^

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fft

^

^^ C "^ ~^

'-^

i''- "5

T3

t: ^

^ c^

s

^ = = tt =

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a.

cq

CgCMCJ-^OJC^CVlC^

o

u

u

U

en

o

Cm

-3

E

Fig. 534

BUFFERS.

433

434

BUFFERS AND PLATFORMS.

Figs. 535-536

Parts of Standard Steel Buffers, Types F-216 and F-217. See Fig. 535.

Buffer Face Angles

Buffer Face Plates

Buffer Tread Plates

Buffer Stems (Side)

Buffer Sieiii Keys and Cotters

Buffer Stem Fliiige Plates

Buffer Stems (Center)

Front Followers, D-14

Back Followers, .4-18

Front Spring Cu,Ds, M-IO

Back Spring Cups, M-13

IVashcrs. F-21

JJ'ashers, H-21

Name Plates, C-6-27, C-6-28

Chafing Plates

Cover Plates

Angle (Chafing)

Buffer Springs D. C, P-23

Buffer Springs D. C, P-24

Buffer Springs D. C, P-2S

Buffer Springs P-26

Section C.C Some

OS Section of „

Tupe rrSI6 r^l'/l

Mite^^if^tr^S^"

Section B.

L_ Pulling Face
of Knuckle

Fig. 535— Application of Standard Steel Buffers to Cast Steel Platforms. Standard Coupler Company.

Fig. 536— Standard Steel Platform, Type C, for Caboose Cars. Standard Coupler Company.

Fig. 537

PLATFORMS.

435

•a

M

>

P-,

M
to
Oh

O

^-"

"S

—

1

f

0 0

1

0

J-

N

®

^^J^

!3

J

f\-

"""[

2

'?

05

1 '3;

«

4^

'i3

1>H

0

51s

u 0

i

H

E

436

PLATFORMS.

Fig. 538

o o
O

1 ~1Y^^

o

u

o
U

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c

o
o

8 [!| ii

>

-3

tJXl

fin

Fig. 539

PLATFORMS.

437

Farts of Standard Steel Platforms for Blind End Cars.

Buffer Stem Hinges
Buffer Stem Sleez'es, 6 A, 2 each
B, C and D (2 each A, C and
L> not used witli buffer beam
extensions .
Buffer Stem Wasliers. Front
Bufl'er Stem If'ashers, Back
Buffer Stem Keys
Buffer Springs for Center Stem
Spring Cups, Front
Spring Cups, Back

I-Beams, 17.25 lbs. or 23.90 lbs. 4

per ft., as required, machined 12

to suit car framing
Buffer Face Angles, for Vestibule

Blind Ends or Non-Vestibule

Blind Ends 4

Buffer Face Plates, for Vestibule 4

Blind Ends Only 4

Buffer Tread Plates 2

Buffer Stems, Side, I-^ength to Suit 2

Buffer Stems. Center, Length to 2

Suit

Note. — Drawbar Guides F-8 are for central draft couplers onlj' ; lateral movement 2 in. either way.

Buffer .springs for Side Stems
Hold-back Springs for Side Stems
End Sill Plates, Side
End Sill Plates, Center
Name Plates
Buffer Beam Extensions
Drawbar Guide Yokes, F-8
Draivbar Guide Sleeves, C-8-1
Lh'awbar Guide Springs
Itrawbar Guide Rods

S^r\Wi\iM^^

TYPE-B-I 1.

u u —

AJI Wood Buffer Beam.

Fig. 539 — Standard Steel Platform for Blind End Cars. Standard Coupler Company.

Farts of Standard Steel Platforms, Types A-23 and A-25, Page 435, and A-13 and A-15, Page 436.

2 (-Beams, Each A and D, 14.75 2

lbs.. 17.25 lbs. or 23.90 lbs. per 4

ft., as required, machined to 2

suit car framing

2 I-Beams. Each B and C, 17.25 4

lbs., or 23.90 lbs. per ft., as 4

required, rn'Oehined to suit car 4

12 or 16 I-Bcam Brackets, A-15 or 4

A'-15. riveted to beams

2 Buffer Beam Angles, 6x6 x 37V3 6

in. to suit
2 Buffer Face Angles, for Open or

J'estibule Platforms 2
2 Buffer Face Plates, for Vestibule

Platforms Only 2

Note. — Drawbar Guides F-8 are i;or

Buffer Tread Plates

Buffer Stems. Side, Length to Suit

Buffer Stems. Center, Length to

.Suit
Buffer .Stent Llinges
Buffer Stem. Clevises. A-ll
Buffer Stem Clevis Bolts. H x 4 in.
Buffer Stem Clevis Pins,

l'/|' X 4'r in.
Buffer Stem Sleeves, 2 Each, A,
C and D, not required with buffer

t'icam extensions
Buffer Springs. Double or Triple

Coil, to Suit
Equalizers, A-9

central draft couplers only

2 Equalizer Pivot Pins, 154 -f ^Ji '>'■

4 Equali::er Guide Bars

4 Equalizer Guide Angles

4 Flquati.::cr Guide Anchors. ..'1-17 or

B-17

8 Equalizer Guide Bolts, 54 ^' 3^4 "*•

2 Sfring Cups, Front, B-10 or L-10

2 Sfring Cu/^s. Back. B-Vi or Z.-13

2 Name Plates, as required

2 Buffer Beam Extensions, as required

2 Drcrwbar Guide Yokes. F-S

2 Drawbar Guide Sleeves. C-S.-l

2 Drawbar Guide Springs

2 Drawbar Guide Rods

lateral movement 2 in. either way.

438

PLATFORMS.

Figs. 540-541

Ccy7sfrijcy/o/7 fiy i^e/^rm^ Gjrs

k- es*'- -ka^

Fig. 540 — National Steel riatforni and Buffer with Minson Twin Spring Draft Gear, for Vestibuled and

Open End Cars. National Car Coupler Company.

.X. .I

m

■[f

■■>m 0

3 ^

__p

4;

(^'■0

0

o

il

r'3<-|

Fig. 541 — National Continuous Platform Buffer and Ec|ualizing Yoke with Hinson Single Spring Draft

Ciear. National Car Coupler Company.

Fig. 542

PLATFORMS.

439

&

'b-/'

B-3:'

o c o o o

=D;

, , B-z:

E3

'B-/4.'

'B-/7'

B-/6.

3:

cr

n

'B-40"

B-^0'

B-/08'

'B-/OS.'

I

B-/09:

B-//0

T?'^

3-//0"

'b-z/'

(o) ,

1

= 1

Cs-^'iv'

^ —---

-

ill

'^

^

O) (o)

B-/9 B-/0'!

B-//'

"B-a.

B-/00'

-TaXori-gi:' -O !'_<! itoToX-

o o o o

B-3-W."

B~2o:'

If -ll

i. ,.

]_

-::::::::::- .A

"B-///f

L;L ![.... J

"b-///'

- o

B-22'

B-/a"

Fig. 542 I'arts of Xatii;.nal Steel Platform and Buffer. National Car Coupler Company.

B-1 Buffer Plate

B-2 Buffer face Plate

B-3 Sliding Pool Plate

B-3-W Slidiiii; Pool Plate

B-4-W Buffer Stem-

B-8 Buffer Spring

B-9 Buffer Spring

B-10 Butfcr Stem Jl'asher

B-11 Buffer Stem Washer

B-12 Buffer Boot Plate

B-12-W Buffer Pool Plate

B-14 Bu.ffer Stem Key

B-15 Buffer Yoke

B-17 P;(.s/i Bur or Strut Beam

B-18 Buffer Yoke Spring

B-19 j5(///t'r Yoke Spring IVaslier

B-20 />•»/?(■;■ Pare Plate

B-21 BH/ffr }'('/,T Stop Bloek

B-22 Z;/(/?-'r;- r/fi/i P'mr

B-40 /-.'/(/-?(■;- .S7c»(

B-108 Buffer Yoke Slop Block

B-109 Buffer Yoke Stop Bloek

B-110 Buffer Yoke Stop Bloek

B-1 11 Buffer Yoke Stop Bloek

440

PLATFORMS.

Figs. 543-544

Fig. 543 — National Platform and Buffer with Hinson Single Spring Draft Gear for Cars with Wooden

Draft Sills. National Car Coupler Company.

9

Diaphragm-

( )

Fig. 544 — Steel Platform for Atchison, Topeka & Santa Fe Postal Car.

Figs. 545-546

PLATFORMS AND VESTIBULES.

441

Fig. 545 — Plan of Gould Wide Vestibule Steel Platform, with Friction Buffer and Draft Gear. Gould

Coupler Company.

Fig. 546 — Longitudinal Section Through Gould Wide Vestibule Steel Platform with Friction Buffer and

Draft Gear. Gould Coupler Compan)'.

442

PLATFORMS AND VESTIBULES.

Fis. 547

Section at Side Stem.

Section Through Bolster,

Fig. 547 — End Elevation and Cross Sections of Gould Wide Vestibule Steel Platform with Friction Buffer

and Draft Gear. Gould Coupler Company.

Figs. 548-550

PLATFORMS AND VESTIBULES.

443

^W*.

e [j:'

M

-TO SUIT CAR

Fig. 548 — Section Through Trap Door of Gould Wide Vestiinile. See also Fig. 547.

Fig. 549 — Gould Steel Platform with Friction Buffer and Draft Gear.

! I i

->i|k— ^!^-*?^'^5'„._>ijJf_

Fig. 550 — Platform and Three-Stem Draft Gear for Cleveland, Lincinnati, Chicago & St. Louis

Passenger Train Cars.

444

PLATFORMS AND VESTIBULES.

Fig. 551

r .Q^-.^-_-_-A-^^-^^--^.

op

O

o

Oi

E?

Center Stem.

□ a

Buffer Stem Guide 1/30.

Side Stem lYos/ierSOS.

^

(K

Spring Pocket

^

Foot P/ofe 80.

Buffer Stem

1 (Qi 'PJ

'Q) \0<

7

/cot' Plate f/ousing 100.

®=-

"wiwr

Side Stem IVoshereOJ.
@ @

Uncoup/inff Lerer ^"''°"P'i%'-

Plate 7/5.

Co//or 7P0

Side Stem Brackets 'J-

(

J

/

1 G

0 \

r

ja-

S/c/e Stem

fc^

z?.*^

©

Top Pin
Uncoup/ing Lever Hdnd/e r/ev'^ 90

J/ofe J/g/77 />//? i?tf /)%/■ Stem Ping
SS6 IVosher/f4.

ae ©I

Buffer Pm6S8 o ff ^^. ,r ^
ButferStem End
IVosher/S6.

Buffer StemBroc/(e//S5/Pi/

'immMm

Buffer P/afe /SO.

L. mt/i ■•

Buffer Springs 630.

Side Stem Springs S03S.

On coup//ng L everir^

^Ground Cut,.^^ —

P/otform Cut.

Uncoupling Rods, C/ia/n.

(Jncoup/fng L ever
Hinge Brackef/48.

OUncooph'ng L ever
Gujc/e
Fig. 551— Buhoup Three-Stem Equipment and Parts for Passenger Train Car Platforms. McConway &

Torlcy Company.

Figs. 552-553

VESTIBULES AND DETAILS.

445

Parts of Buhoup Wide Vestibule. See Figs. 552-555.

4

Font Plate

6

S/^aiincr Bar, Lo'wer

8

Curtain Plate. Front

9

Cnrtaiii Plate. Rear

10

Curtain Roller

11

Cnrtaiii

12NP

Post Plate. L and R

20

Curtain Bearini^, Lower

20A

Cui-tain Bearing. Lo'wer. i'Sed
zi'itli Staiidard Steel Platform

21

Curtain Bearing. L'/i/rr

23

Curtain Soeket

40

Patent Plate

44

Curtain Storing. L and R

45

Curtain Fioller Plug

46

.ireli Plate and Buffer Spring

49

Areh Plate Band

50

Shield

52

Curtain Spring Plug. Large

S3

Curtain Spring Plug. Small

54

Piston Stem

79

Buffer Plate for Standard Steel
Platform

80

Foot Plate for Standard Steel
Platform

81

Buffer Plate Spring

91

Areh Plate

94

Spanner Bar. Upper

95

Angle Connection. Top. R

96

Angle Connection, Top. L

100

Foot Plate Housing

101

Bulb Angle

111

Spanner Bar Bolt

115

Angle Connection, Bottom. R

116

Angle Connection. Bottom.. L

119

Piston Stem Bracket

126

120

Piston Stem Guide

127

123

Accordion Hood Band

128

124

Accordion Hond

129

125

Hood Brace Bracket. Front. R

130

Fig. 552 — Buhoup Wide Vestibule. JMcConvvay &
Torley Compauy.

Hood Brace Bracket. Front. L 134

Flood Brace Bracket. Rear. R 154

Hood Brace Bracket. Rear. L 155

Flood Brace 156

Buffer Plate 628

Foot Plate Bolt
Piston Stem Spring
Piston Stem ll'asher
Piston Stem Ferrule
Buffer Plate Pin

1

lOQ.

45.

'■' ■'■---""-'-™'

111
44.L.

^miMimmmMMMmm

44. R

9 5.L.

95. R.

Fig. 553 — Details of Buhoup Wide Vestibule. See also Figs. 552, 554 and 555 and Names of

This Pa.cre.

446

VESTIBULE DETAILS.

Fig. 554

■i«i«ai5£;,j:iriii!!riiiiwi>iSife^^

91.

94

C

^

101.

119

pHiiirf'H!?

1

i

1

rr

> 1

•-0 o.
o o

0 o
O 0

II5R.

II5.L.

134.

=m^

155,

129.

(^

156.

628.

Fig. 554 — Details of Buhoup AVide Vestibule. See also Figs. 552, 553 and 555 and Names of Parts on

Page 445. McConway & Torley Company,

Figs. 555-558

VESTIBULE DETAILS.

447

b I

NArii

9.

,.^.._„., „^.,.. — WL..^-,

■ a ' '"-'^-7^?B^

IMIli!

CZ"

"~~ — — J

Q:

t2.L.

O

12. R.

Fig. 555— Details of Buhoup Wide Vestibule. See also Figs. 552, 553 and 554 and Names of Parts on

Page 445.

Fig. 556 — Sectional View of Acme Improved Fire-
proof Vestibule Diaphragm and Attachment
Acme Supply Company.

Fig. 558 — Section Through Top ot .\cme Sectional
Diaphragm. Acme Supply Company.

448

VESTIBULE DETAILS.

Figs. 559-561

Fig. 559 — CSCO Vestibule Diapliragni. Curtain
Supply Company.

Fig. 560 — Acme Sectional Vestibule Diaphragm.
Acme Supply Company.

American Car &
Foundry.

One-Piece; Corrugated Corners.

Fig. 561 — Aja-x Vestibule Diaphragms. Railway Appliances Company.

Pullman.

Figs. 562-564

VESTIBULE AND PLATFORM DETAILS.

449

5#"->

■A

■4'xf' /'•L'-fJ^aif

T^¥^

J'

/C

E!

I

J

— >
— >

Fig. 562 — Gould Vestibule Face Plate. Gould Coupler Company.

Fig. 553 — National Steel Trap Door and Lifting
Device with Door Raised to 45 Degrees.
General Railway Supply Company.

Fig. 554 — National Steel Trap Door for Grade Level
Platforms. General Railway Supply Company.

450

VESTIBULE AND PLATFORM DETAILS.

Figs. 565-567

Fig. 565 — Metal Trap Door for Grade Level Platforms. O. ^f. Edwards Company.
XoTE. — See "Locks" for Platform Trap Door Locks.

Fig. 566— Platform Trap Door Closed. O. M.
Edwards Company.

Fig. 567— Platform Trap Door Partly Open. O. M.
Edwards Company.

Figs. 568-570

VESTIBULE AND PLATFORM DETAILS.

451

Fig. 568 — iletal Trap Door for Elex-ated Platforms. O. }il. Edwards Company.

Fie. 569— Platform Trap Door Open. O. M.

Fig. 570 — Universal Safety Tread Applied to Car

Steps. Universal Safety Tread Company.

See also Fig. 573.

452

VESTIBULE AND PLATFORM DETAILS.

Figs. 571-576

( f [ ( I [ [ ( I ciBBs [ M miLt

»...:m

1 «> Wj^ «-»■.( K

f r ^ r ill

! ( (I c c [ 1 [ .

"l^t^

Fig. 571 — Stamvood Self-Cleaning, N(in-Slipping,
Double Car Step. American !\lason Safety
Tread Company.

Fig. 572— Stanwood Self-Cleaning, Xon-Slipping.
e Car Step. .American Mason Safety
d Company.

Fig. 573 — Universal Safety Tread, Showing Steel Ease Before and .After
Lead is Rolled fn. Universal Safety Tread Company,

Steel Ribs; Sl'l in. Nosing.
Fig. 574 — Cross Sections of Mason Safety Tread

^-n

Fig. 575— Mason Safety Tread Applied to Steps of
Pullman Car.

Fig. 576 — Mason Safety Tread Applied to Wooden
Car Steps. Upper Tread Carborundum Filled;
Lower Tread Lead Filled.

.American Alason Safety Tread Company.

Figs. 577-581

VESTIBULE AND PLATFORM DETAILS.

453

Fig. 577— Platform Gate Panel. Adams &
W'estlake Company.

Fig. 578— FoUlin;;- Platform Tail Gate. .\dams &
W'estlake Company.

Fig. 579_]'l;itform End Railing. Dayton ]\Ianntacturing Company.

Fig. 580— Wood's Platform Gate. Adams &
Westlake Company.

Fig. 581 — Tail Gate and Fixtnres. Dayton
Alanufactnring Company.

454

VESTIBULE AND PLATFORM DETAILS.

Figs. 582-586

Fig. 582 — Observation Platform Railing. Adams & Westlake Company.

' m-^

Fig. 583 — Observation Platform Railing. Adams & Westlake Company.

Fig. 584 — Observation Platform Railing. Dayton JManufactiiring Company.

Fig. 585 — Acme Vestibule Curtain Handle. Acme
Supply Company.

Fig. 586 — Tuco Vestibule Curtain Handle. Acme
Supply Company.

Figs. 587-592

VESTIBULE AND PLATFORM DETAILS.

455

Fig. 587— Vestibule Curtain Hooks with Fibre Inserts. Acme
Pjn|TTTr?n5;i¥~^, ^^PP'^' company.

Fig. 588 — National Vestibule Cur-
tain Catches. General Railway
Supply Company.

Fig. 589— Vestibule Cur-
tain Catch. Adams &
\^^estlake Company.

Fig. 590- Ajax Adjustable Vestibule Cur- Fig. 591— Acme Vestibule Curtain
tain Fixtures. Railway Appliances Roller. Acme Supply Company.

Brass Rex

Steel

Shield. AU-Metal

Shield

Roller

with

Brass

Strip.

Fig. 592— A^estibule

Curtain

Fixtures. Curtain

Supply

Company.

456

VESTIBULE AND PLATFORM DETAILS.

Figs. 593-597

Top Bracket.

Bottom Bracket. Center Ring.

Fig. 593 — Vestibule Curtain Fixtures. Curtain Supply Company.

Bottom Bracket.

Fig. 594 — ,\utomatic Release Vestibule Curtain Handle. Cur-
tain Supply Company.

Fig. 595 — Vestibule Passageway Curtain.
Curtain Supply Company.

Top.

Botto

Fig. 596 — Adjustable Vestibule Curtain
Roller Brackets. Curtain Supply
Company.

Fig. 597 — Rex Release Handle When Cars Are Coupled. Curtain
Suppljf Company.

Figs. 598-603

VESTIBULE AND PLATFORM DETAILS.

457

Fig. 598 — Brake and Uncoupling
Levers. Dayton Jilanufacturing
Company.

Fig. 599— Brake-
man's Vesti-
bule Step.
Adams & West-
)ake Company.

Fig. 600 — Vestibule Trap
Door Lift. Dayton Manu-
facturing Company.

Fig. 601 — Rex Release Handle when Cars Part. Curtain Supply Compan}-,

Fig. 602— Roller Bearing Vestibule Curtain Hook. Fig. 603— Roller Bearing Vestibule Curtain Hook

Curtain Supply Company.

458

VESTIBULE AND PLATFORM DETAILS.

Figs. 604-620

Fig. 604 — Brake Fig. 605 — Un- Fig. 606 — Un-

R o d Floor coupling Rod coupling Rod

Plate. Guide. Foot.
Adams & Westlake Company.

Fig. 607 — Door Guard Drop
Rod Catch and Pocket.
Dayton Manufacturin;^-
Company.

Fig. 609— :\Iat Hook.
.\dams & A\'estlake Company.

T-*-,.

±

Fig. 611 — Vestibule Guard Rail and Fittings.
Jas. L. Howard & Company.

Fig. 610 — Feralun Safety
Tread .'\pplied to Car
Steps. .-Vmerican .\b-
rasive ]\Ietals Company.

Fig. 617 — T rap
Door Bumper.
Da3'ton ^lanu-
facturing Com-
pany.

Fig. 618— Un-
co u p 1 i n g
Rod Guide.
Adams &
W e s t 1 a k e
Company.

Fig. 615— Tail Gate
Sockets. .Adams &
Westlake C o m -
pany.

Fig. 612 — Vesti-
bule Guard Rail
and Fittings.
Adams & West-
lake Company.

Fig. 613— Trap
Door Latch
Operating
Rod. Dayton
Afanufactur-
i n g Com-
pany.

Fig. 614— Co r-
n e r Post
Grab Handle.
A d a m s &
AV e s 1 1 a k e
Company'.

Fig. 616 — Rod for Operat-
nig Trap Door Latch
from Below Platform.
DaytCiu Alanufacturin.g
Company.

Fig. 619— Cor-

n c r Post
Grab Handle.
.\ d a m s &
W e s 1 1 a k e
Company.

Fig. 620—

Brakeman ' s
Grab Handle.
Adams &
Westlake
Company.

Figs. 621-627

VESTIBULE DETAILS AND COUPLERS.

459

r

Fig. 622 — Vestibule DD("ir Ornament. Adams & Westlakc Company.

Fig. 623— In- Fig. 624— Trap Door
side Han d Holders.

Rail.

Adams & Westlake Company.

¥\g. 625 — Simplex Frei.qdit Coupler. Simplex Railway Appliance Company.

Fig. 626 — Vertical Section Througdr Simplex Coupler

wry r-T ^

Fig. 627 — Horizontal Section Tlirou.ch Simplex
Coupler When Closed.
ex Railway Appliance Company.

460

COUPLERS.

Figs. 628-631

Knuckle.

Lifter.

Lock.

Knuckle Pin.

Fig. 628 — Parts of Simplex Freight Coupler
Simplex Railway Appliance Company.

Fig. 629 — Durbin Coupler with Knuckle Open.
ScuUin-Gallagher Iron & Steel Company.

Fig. 630 — l-'riiut View of Durliin Coupler, Showing In-
clined I'lanc on Which Knuckle Tongue Rides.

r o 1 T^.

, 1 .. „ C

Figs. 632-635

COUPLERS.

461

Fig. 632— R. E. Janney Coupler in Lock Set Position. Fig. 633— Iv. E. Janney Coupler in Closed Position.

Fig. 634 — R. E. Janney Coupler. American Steel Foundries.

Fig. 635— Parts of R. E. Janney Coupler. American Steel Foundries.

462

COUPLERS.

Figs. 635-538

lock Con^p<

Fig. 636 — Type Z Top Operated Freight Coupler. Gould Coupler Company.

GroundSurface-)

Fig. 637 — Major Bottom Operated Freight Coupler. Buckeye Steel Castings Company.

.y Lock f/ighpsf Po^it/o,-

Fig. 638 — Major Top Operated Freight Coupler and Knuckle. Buckeye Steel Castings Company.

Figs. 639-643

COUPLERS.

463

E

#-^r^ ["--3^-

1\^ c^

-3/--H

.~-4,-_^

Fig. 639 — Lock for Major Coupler. Buckej^e Steel
Castings Company.

L-l. Drawbar on Shank.
L-2. 'Knuckle.

L-3. Knuckle Opener furnished If reqneBted,
X-4. Xock.
X-6. Xnuckle Pin
. L-6" L-5. Lofk Tin.

o

;i m.

Fig. 640— National Freight Coupler and Parts.
National Car Coupler Company.

Section B-B

f

—

-Wfl— -

I

j

1 i :

Luui

Knuckle.

U — 3-— A

Fig. 641 — Standard Freight Coupler and Parts. Standard Coupler Compan}-.

Fig. 642 — Gilnian-Brown Emergency Knuckle and Application.
Railway Appliances Company.

Fig. 643 — Hinson Emergency
Knuckle. National Car
Coupler Company.

464

COUPLERS.

Fig. 644

Comple+e Coupler Po+enied.

Latrobe Freight Coupler.

Knuckle Pin.

Knuckle.
Paienlsd.

Paris of Laf robes
Coupler.

Standard PorJ-s Used
In Sharon /2^ Head
Couplers.

Sharon Top Operated Freight Coupler,

r^.

tj

■' V

'■i,

^

'^^

;■' "

/

>--■

Goodman Wrecking Hook.

Fig. 644 — Latrobe and Sharon \2\{x-\x\. Head Freight Couplers and Goodman Wrecking Hook. National

Malleable Castings Company.

Fig. 645

COUPLERS.

465

Complej-e Coupler Pa-l-enied .

Climax Freight Coupler.

-1350

c — A

4r^

-'^r^
-^A-

Knuckle Pin

Lock and Lock Lz-fL: Knuckle .
Pa-Lenled . Pa+en+ed

PorLs of C/imax Coupler

Comple+e Coupler Pa-Leni-ed

Tower Top Operated Freight Coupler.

Lockse-L Ping

lock Se/:
Pai-en-hed.

Lock and Chain
Pai-en+ec/.

Lock and Lock
L'ifL- Pa+enl-ed.

i 4

linn I

1^ — :

Knuckle Pin.

Knuckle PoPd.
Paris oP Tower Coupler

Fig. 645— Climax and Tower Top Operated Freight Couplers. National Malleable Castings Company.

466

COUPLERS.

Fig. 646

.niJ

Lock 8r Top Lock Lifi
-For Top Opera+ing Coup/er
PafenLed

Comple-l-e Coup/er .
Pa 'ken -te d

Sharon Top Operated Freight Coupler.

Suppor-t Pin.

-Ilk

3SI

^

—'4-

nnuckle Pn

Knuckle
PoferTLed.

Complele Coupler
Palen-fed,

Sharon Bottom Operated
Freight Coupler.

Cham Hole Cap -For
Bollom Operal-inq
Coupler Paienled

Lock.
Paienl-ed.

Casiinq D

Bo-t-f-om Lock Lif-/- For
Bo-ffom OperoFnof Coupler

Pa-len+ed.
Paris oF iShoron Coupler
Fig. 646 — Sharon Top and Bottom Operated Freight Couplers. National Malleable Castings Company.

Fig. 647

COUPLERS.

467

"^IT)

-"re-

KnuckJe. Pa^en+sd.

4

3

^--

-*.

-JOi

Knuckle Pin.

Chicago Freight Coupler Parts.

Lock Lift Pai-enfed.

Lock.S+y/e N2 I
, Pafen-hed.

Lock. Siyle N^a
Pa-fen-fed.

< S

Knuckle. Pa+en-hed,

I

'•'■"a

4

. 3

'8

— ''/6-

^ /4-

^4%

Knuckle, Pin.

^lelrose Freight Coupler Parts.

J3

Guard Pin.

¥

Lock Lifl- Paien+ed.

L o ck. Pafeni-e d..

-I'li-

< 9 — *

Knuckle. Pa+enled.

iHy-- !

*'"

'^J'^-

\^4-i'^-

K

?

Lock LIfi. Pol-en+ed.

Guard Pin.

Munton Freight Coupler Parts.

Fig. 647 — Repair Parts for Chicago, Melrose and Munton Freight Couplers. National Malleable Castings

Company.

Knuckle Pin.

468

COUPLERS.

Figs. 648-649

foD

^IS!

tj 1_

Locking PinSSOS

Locking Pin Trigger 5S07.

Clevis Pin £S7.

Knuckle son

Knuckle Opener5073

L

o

Cle\/is £56.

^^c

^

Knuckle Pin gSS.

Knuckle Opener Pin 5444.
Fig. 648 — Pitt Freight Coupler and Parts. McConway & Torley Company.

sisy

^19;

Locking Pin 5S53.

m

z/

Locking Pin Trigger 5356

Knuckle P/n £33.

Cletiis PinS/H

Clevis SO/i.

Fig. 649— Janney X Freight Coupler and Parts. McConway & Torley Company.

Figs. 650-651

COUPLERS.

469

-I*

h-i

I

I
I
1

Knuckle Pin

D

I

lET

Knuck/e SS64

Knuckle Opener 6563

0\

C/e^is Pin 91 H

Locking Pin
Trigger S56^

Locking P/n 556/

Fig. 650 — Peiin Freight Coupler and Parts. McConway & Torley Company.

Uncoupling Lever. Righl Kicl<er

Fig. 651 — Double Bottom Operated Passenger Coupler. Gould Coupler Company.

470

COUPLERS.

Figs. 652-653

Core for I' Riveis

O)

^

J

T

id))

((t))

-i4< Sr

■^--J< 7i--

0 0-3 ^

9/^

=^F^nTF^

<7:^^

III .ijt

.L_i rr_

L_l

-\--J.l-ll.

Knuckle Pin

^

n

qj)

rf^

Uncouplincf Le^ei

ft

1 '
J]

Uncoupling Le
Plqhl.

Fig. 652 — Double Top Operated Passenger Coupler. Gould Coupler Company.

Fig. 653 — Simplex Passenger Coupler. Simplex Railway Appliance Company.

Figs. 654-655

COUPLERS.

471

Core for I" Riveis.

<-/?-

— 6i-

O

O

J^~^-

-4i — ^<'2-

-£8-

±i

Fig. 654 — Passenger Coupler with Single Side Operation. Gould Coupler Company.

-, iS'

Knuckle Pin 178

A

M

'5^

-l-_

A

i

Knuckle Opener S6S0.

Knuckle I47Z

I

-•. \

-' \

u

:3^

xzr

Catch 905

1) 0 H>

Knuckle Opener Pin 179.

^

(oT

3

Knuckle P/n Plate 1600.

3^

r "^

->

A

^

// Catcly Lever Pir) 177

<^4^Free-'\j^

Catch Lever£077

Catch Spring S£8.

Fig. 655 — Janney Passenger Coupler No. 175 and Parts. JMcConway & Torley Company.

472

COUPLERS.

Figs. 656-657

Knuckle Pin 16.

K

f^l

^1

\

^1

_I_-L

A

Knuckle

Thimble 37

\ V .

C_- , >■ i I '">

Calch 3

m

rO-lh

Jonney Passenger Coupler I.

\< 8" Free >l

llilililll
Catch Spring£5

b— -^^/-

— -i

Catch Spring Bolt 15.

Catch Spring
Washer S3.

Catch Lever SS Split Keg £4/.

Fig. 656 — Janney Passenger Coupler No. 1 and Parts. McConway & Torley Company.

Knuckle Opener £650

) 1 — X

II i )■

L 3^>

>

Knuckle Pin 1483 "^

»^|CD o|

1

1

-1

"5

1

1
1

J__

k

Catch 304X.

Knuckle Opener Pin

j-ggj Knuck/el47l

^

\^4iFree^

'^

(ot

3

Knuck Pin Plate 1500.

-aj,

Catch Spring SS8.
1

Calch Levere077.

Pivot Pin 1304 A.

BuhoupSStem Coupler3l7X

Fig. 657 — Buhoup Tliree-Stem Passenger Coupler and Parts. McConway & Torley Company.

Fig. 658

COUPLERS.

473

Knuckle Pin /4S3.

ger Couplers and Parts. McCouwa)' & Torley Company.

474

COUPLERS.

Fig. 659

^Ht «

Knuckle Pin.

Support
Pin Ch ai'n Ho le Ca^%-

Pa-tenfed

Knuckle.
Pafenied.

Comple-fe Coupler. Parhenied

l-b-f-enied

Lock Lever for
Operahng from

Pal-enie,

Lock Leverfor
Operafnqf from

Pa+en+e^ )

Lock Lever for
Operafng from

##> ® Knuckle Pin.

C/e VIS for
Lock Lever.

Supporl- Pin-

bol-h sides of Car LefisideofCar RighlsideofCar

Fig. 659 — Sharon and Tower Passenger Couplers and Parts. The .Sharon is the Upper Coupler. National

Malleable Castings Company.

Figs. 660-661

COUPLERS.

475

Fig. 660— Xational Passenger Coupler No. SP, with :\I. C. B. or .Miller Knuckle. Xational Car Coupler

Company.

Knuckle Pin.

Compfefe Coupler ' Pa+eni-ed.

o%

< 9" 3.

(f^J)

Knuckle Pal-enied

-IM

Bol-I- for Lock Li fi

=3)

c^^^zn^ GhI^IZIq

Lock S+yle A
Pa-Lenfed

Lock Style B.
Potenfed.

Fig. 661— Chicago Passenger Coupler and Parts. National Malleable Castings Company.

476

COUPLERS AND DRAFT GEAR DETAILS.

Figs. 662-666

Fig. 662 — Standard Passenger Coupler and Parts.
Standard Coupler Company.

Fig. 663— Cast Steel Draft Yoke for Use with Fric-
tion Draft Gear. Buckej'e Steel Castings
Company.

~ t 1

v-v ■

■■<. «,„■

'„'

~\

T L..

" r.i

'1

•'-- !

--;h^^f^

jq-

^

I Cross SeclIoD Showtaj
^ Depression for

■? Eilenslon Strep

H:"M |j>i|:^^J I 6.F lookloi Hd

Fig. 664— National Passenger Coupler No. 6y\l and Parts. National Car Coupler Companj

Fig. 665 — Flory Cast Steel Reversible Carry Iron
for Freight Couplers.

Fig. 666— Flory Cast Steel l^eversible Carry Iron
and Striking Plate for Steel Freight Cars.

Commonwealth Steel Company.

Pigs. 667-669

DRAFT GEAR DETAILS.

477

Fig. 667 — Flory Cast Steel Reversible Carry Iron
and Striking Plate for Wooden Freight
Cars. Common-wealth Steel Company.

Coupler Carrier.

->i/|'^f-tt— -el-—- 4) /. Cf'^ s' 9i\
l._JL_ ''

To m Coupkr

Carrier

Sfrihing P/afs.

=.J^.

-7i--

-.^.-,

''Z'MV.vA

T--

1

(y]i£'i,rijM/

Fig. 658 — Coupler Carry Iron and Strikmg Plate for
Central of Xew Jersey Ice Car Shown in Figs.
376, 377 and 379.

Fig. 669— Miner Coupler Centering Device for Passenger Train Cars. W. H. Miner.

478

DRAFT GEAR DETAILS.

Figs. 670-673

,-. \

..-""-^■■"J

On Straight Track. On Curve.

Fig. 670— Chatt'ee Drawbar Centering Device. Forsyth Brothers Company.

o

r5L

"B"

jn

o

<^n&

iim

.gji-iSi.

w

.fTi _ m_

Fig. 671--Passenger Drawbar Centering Device.
Gould Coupler Company.

Arranec it tolh
4"and 5' I'ote Strap

Fig. 672 — National Drawbar Centering Yoke.
Xational Car Coupler Company.

Fig. 673 — Steel Draft Sills Arranged for Fastening to Both Body Bolster and End Sill of Freight Cars.

Gould Coupler Company.

Figs. 674-678

DRAFT GEAR DETAILS.

479

Fig. 674— BettenJorf Cast Steel Draft Sills with
Pockets and Stops Cast Integral. Bettendorf
Axle Company.

Section B'B- ^-' ^

Fig. 675 — Powers Gravity Centering Device for
Freight Couplers.

Fig. 676 — Cast Steel Draft Carrier and Striking Plate with Center Plate Integral. Pittsburgh Equipment

Company.

Fig. 677 — Inside View of Economy Draft y\rm Showing Draft Gear Lugs or Stops. American Steel

Foundries.

Fig. 678 — Economy Draft Arms Applied to Center Sills. The Body Bolster is Dropped to Show the

Recess. American Steel Foundries.

480

DRAFT GEAR.

Figs. 679-683

Fig. 679 — Forsyth Radial Yoke Under Buffing Stress on Curves, Showing How Tapering of Yoke Permits
Sufficient Clearance Between the Rear Follower Stops. Forsyth Brothers Company.

Fig. 680 — Forsyth Radial Yoke and Followers with
Center Key for Engaging Drawbar Butt;
Applicable to /\ny Standard Gear or Drawbar.

Fig. 681— Forsyth Radial Yoke and Followers with
Top and Bottom Keys for Engaging Shoulders
of Drawbar Butt: Applicable to Any Standard
Gear or Drawbar.

Forsvth Brothers Co

mpany.

Fig. 682 — Forsyth High Capacity Draft Gear with
Containing Box and Radial Yoke, the Latter
Applicable to Any Standard Gear and Draw-
bar. Forsyth Brothers Company.

Fig. 683 — Commonwealth Cast Steel Transom Draft
Gear for Steel Cars. Commonwealth Steel
Company.

Figs. 684-686

DRAFT GEAR.

481

Fig. 684— Application of Cast Steel Transom Draft Gear with Reinforcements for Old Cars. Common-
wealth Steel Company.

Fig. 685— Cast Steel Transom Draft Gear Applied to Steel Underframe. Commonwealth Steel Company.

Fig. 686— Commonwealth Cast Steel Transom Draft Gear. Commonwealth Steel Company.

482

DRAFT GEAR.

Figs. 687-689

Fig. 687— Parts of Commonwealth Cast Steel Traii=om Draft Gear for Wooden Cars. Commonwealth

Steel Company.

Fig. 688— Harvey Friction Draft Spring. Frost Railway Supply Comp.any.

Fig. 689 — Murray Cast Steel Keyoke Applied to Steel Center Sills in Connection with Friction Draft

Gear. Keyoke Railway Equipment Company.

Figs. 690-692

DRAFT GEAR.

483

Fig. 690 — ^lurra)- Revoke for Use with Tandem Spring Draft Gear. Keyoke Railway Equipment Company.

Fig. 691 — Murray Keyoke witli Lower Casting Dropped for Application of New Draft Gear. Keyoke

Railway Equiijraent Company.

Fig. 692 — Farlow Draft Rigging with M. C. B. 8 in. by 77s in. Twin Springs. T. H. Symington Company.

484

DRAFT GEAR.

Figs. 693-695

Draft Key.

Side Link. "^ Cheek Plates.

Follower Blocks.
Fig. 693 — Parts of Farlow Draft Rigging. T. H. Symington Company.

^-^-^--^-J^-4^4^4^U-— «/-

Half Plan Section € F

r=

7_

^3 6^ from Str/k/fjg Plate to Bock Stop -

r

--£ 5i

J'l^

"^"^ - - -^^"y-'

as---=-5STK«^

@ ~@'""a

© ©

Mk%A^

^^4 I

-^'7'^-

Fig. 694— Farlow Spring Draft Gear with M. C. B. Class G, 8 in. by lH in. Twin Springs. T. H.

Symington Company.

Half Top Plan

H

f-4^ -^/- -^^glsr^'^eJi-^efX-eB-

IS ' r-J/S ""^^ "16 ""^^ ~ ^^'"^ "*^ S/g

Mo If P/on Spction FF
From Striking Plate to Back Stop d'Sg

Countersink to Allotv Application ofAnffk

-\p<--9fXjf^6f'^

-/<?,

/--— =^-7i-X3

Section G H

Fig. 695— Farlow Attachments with AVestinghouse Friction Draft Gear. T. H. Symington Company.

Figs. 696-698

DRAFT GEAR.

485

Fig. 698— Miner Tandem Draft Gear for Chicago, Burlington tK; Qnincy
Gondola Cars with Steel Center Sills. W. H. Miner,

'' "V|

486

DRAFT GEAR.

Figs. 699-700

Section B Section A

Fig. 699 — ^liner Frictitm Draft Gear with Cast Steel Yoke and Key Coupler Connection for Freight Cars.

W. II. i\ finer.

■i:^.~-»>:S'::,l>>'m:^^l£i£^^

^

iSi^

^

^■i'-J;^-.t

O o

o
o o

I -.I'M [-W-lJ *' I TJt i ^

i£^/-^iig'- ^i---(gi--

-Cyiincfer

Fig. 700 — ^lincr Tandem Friction Draft Gear for Atchison, Topeka and Santa Fe Box Cars.

W. H. Miner,

Figs. 702-704

DRAFT GEAR.

487

-»l2ft k-

Fof/mrerr^/

Yoke Key- W I

Draft Gear Carry Iron

bamtyLlip

Fig. 702— iliner Friction Draft Gear for Kcw York Central Lines ("jondda Cars. W. I-!, iliner

ji i Washer for

Cffr/y Iron
Samfy Clip

„

■*1

v^^

~^

~

,1

I

Fig. 703— Miner Friction Draft Gear witli Key Conr.cction lietwcen Yoke and Coupler for Freight Cars.

W. 11. iliner.

Parts of Anderson Friction Draft
Gear.

1 J'oUowcrs

2 Spring Caps

3 Lcrcr

4 Springs

Fig. 704— Anderson Friction Draft Gear, Tj'pe A, Unassembled. ".\Iid-A\'estern Car Supply Company.

488

DRAFT GEAR.

Figs. 705-707

^ -4^ " V:;:-^' u,i^^<:;'tP^jj^-ji'^-^,r^if'i~'ii:mV''^^''\' ''~f^'W^

Fig. 707— Butler Friction Draft Gear No. 350 with One Draft Sill Removed. Butler Drawbar Attachment Company.

Figs. 708-710

DRAFT GEAR.

Fig. 708— r.utlei- Fricti.m Draft Gear No. 370 with One Draft Sill Removed.

.^A-., ,

^/^

489

Fig. 709— Butler Friction Draft Gear No. 350 Applied to Freight Car.

Fig. 710 — Butler Friction Draft Gear Xo. 370 Applied to Freight Car. Butler Drawbar Attachment

Company.

490

DRAFT GEAR.

Figs. 711-713

Fig. 711— Butler Special Tandem Spring Draft Gear. Butler Drawbar Attachment Companj^

m

Fig. 712— Republic Friction Draft Gear for Freight Cars with Wooden Sills. Western Railway

Equipment Company.

L( -ij \^m^

'^''^fW

Fig. 713 Republic Friction Draft Gear Under Buffing Compression, Western Railway Equipment

Company.

Figs. 714-716

DRAFT GEAR.

491

Parts of Republic Friction Draft Gear. See Fig. 714.

A Front Friction Block D Spring Cap
B Back Friction Block E Tension Bolt
C Side Friction Block F Front Folloivcr

G C ross Spring

l| -!/■ C. B. Draft Springs

I Yoke

K /;)-((/"/ Lug or Check

Plate

Fig. 714 — Republic Friction Draft Gear, Type G, with Parts in Normal
/^ '\ ^ — N Position. Western Railway Equipment Company.

Fig. 715 — Sectional View of W'estinghouse Friction Draft Gear. Westinghouse Air Brake Company.

Parts of Westinghouse Friction Draft Gear. See Fig. 716.

5660 Standard Friction Draft Gear, 5665 Auxiliary Preliminary Spring 5670 Female Segment

complete 5666 Nut for Release Pin 5671 Male Segment

5661 Draft Gear Cylinder Body 5667 Pclease Pin- 5672 Friction Strip

5662 Release Spring 5668 Rivet for Securing Release 5673 IF edge and Release Pin ivith

5663 Preliminary Spring Pin Nut Auxiliary Prelintinary Spring,

5664 Auxiliary Release Spring 5669 IVedge complete

Wicr 7ifi — Parte nf W/p ct in ctIi ouse Friction Draft Gear. Westinghouse y\ir Brake Company.

492

DRAFT GEAR.

Figs. 717-718

— /^OTE —
This distawce
/ui/sr BE 2^'
AFTf/^ ALLSlACK
/s Take A/ UP
//V THE DJ^AFT
/^/GGZ/VS BY
COAiPH£SS/ON.

Fig. 717 — A^^estinghouse Friction Draft Gear for Freight Cars with Wooden Center Sills and Malleal:)le
Iron Draft Sills. AVestinghouse Air Brake Company.

-3-
— 2'i-

In applying, rivets should
be headed on opposite sides.

SECTION-AA.

T=F^=i

Lrtt. .

-^-- Jr

II I

.r\r\

rrumn

m

SUPPORT STRAI? WHERE IN
CONTACT WITH YOKE TO BE WELL
COATED WITH HEAVY 6REA3E
BEFORE APPLYINS.

Fig. 718 — Westinghouse Friction Draft Gear for Freiglit Cars, with Universal Attachments and Yolo

Westinghouse Air Brake Company.

Fig. 719-720

DRAFT GEAR.

493

Important \f/^

Si If Punching for Keif Slot Boss.
Dimensions Shoi^n ore j^ Larger Than Key S/of Boss.

Fig. 719— Universal Attachments and Yoke for Westinghouse Friction Draft Gear. Universal Draft

Gear Attachment Company.

Fig. 720— Universal Attachments and Yoke for Sessions Draft Gear, Type K. Universal Draft Gear

Attachment Company.

494

DRAFT GEAR.

Figs. 722-723

.—8--

a-tB

-,C>...,..y..C^

f^'o'^^^^""^

E

Seci-ion B-B Section A-A

Supjoorf Sirop h/here //?
Contact IVii-h yol<e ToBetVell
~ '{^ \ Coated PV/th Heoyy Grease

i; \ Before Appfi/i'ng.

'£a£

Fig. 722 — Universal Attacliments and Yoke for Twin Spring Draft Gear. Universal Draft Gear Attach-
B ment Company.

Fig. 723 — Universal Attachments and Keyed Yoke with Cast Steel Draft .Arms, for Cardwell Friction
Draft Gear, Type G. Universal Draft Gear .Attachment Company.

Figs. 724-725

DRAFT GEAR.

495

Parts of Sessions-Standard Friction Draft Gear. See Fig. 724.

A Sftriiig Barrel

B Friction Box

C Side hriction Blocks

D Center Friction Bloel^'s

E Folhnver Plate

F Cliecl; Plate, ri:^ht

G Cheek Plate, left

H FJraft Gear Carrier

I Double Coil Draft Spring

Chee/rffate5 w/// receive Sfandarc] M.CB.Oear

J |<-jg-->ttJW-j'4(-.:g->j

-^i^—7i--'M—^—-M — 10^- — w/k-

Secfion-M. Sec/m-u.

^

m

irryc^i, ^jipja

lkE>N

a til y y 1=1 y

Fig. 724 — SessionS'Standard Friction Draft Gear, Type E, for I^reight Cars with Wooden Center Sills.

Standard Coupler Company.

\zSprmff£arre/5. 0-70. Z<:enferrrlcfion3ocA.s. C-72 .
^P'''^'^\4S/de/ficAonBfr!drs. G-7 1 Z-Sprmg P/aA

\7~'-j;~/as' ,'-J&/7/7^^<7/7E< C-70

< /Sg -^

^gSprinpej'xa'M.CM.Sfi/
l-5pring e^x /ej '
(ro c/osesoMa//SJ')

ae<firMi¥£B.Sfmjs.

/'^fTfvc^'r//on B/csfi C-72

Fig. 725— Sessions-Standard Friction Draft Gear, Type C, for Freight Cars with Pressed

frames. Standard Coupler Company.

Steel Under-

496

DRAFT GEAR.

Figs. 726-727

y^/ife/7!c//a?B/xis,Q-\2\. ^ Spring f/aTes, O-^^.J

G-120.

Fig. 726 — Sessions-Standard Friction Draft Gear, Type H, for Freight Cars with Pressed Steel Under-

frames. Standard Coupler Company.

Fig. 727 — Sessions-Standard Friction Draft Gear, Type K, for Freight Cars. Standard Coupler Company.

Figs. 728-729

DRAFT GEAR.

497

Fig. 728— Hinson Twin Spring Draft Gear for Freight Cars with Wooden Center Sills. National Car

Coupler Company.

OP

El

(^

^

Fig. 729— Hinson Single Spring Draft Gear with Spring Follower Plates for Freight Cars with Wooden

Center Sills. National Car Coupler Company.

498

DRAFT GEAR.

Figs. 730-731

Fig. 730— Cardwell Friction Draft Gear, Type G, Class 18, for New York Central & Hudson River

Hopper Cars. Union Draft Gear Company.

J,k',V^WW\\\W'.^\TO^

w

Fig. 731 — Cardwell Friction Draft Gear, Type G, Class 11, for Tank Cars. Union Draft Gear Company.

Figs. 732-733

DRAFT GEAR.

499

Fig. 732— General Design of Application of Cardwell Friction Draft Gear, Type G, Class 11. Union Draft

Gear Company.

Fig. 733— General Design of Application of Cardwell Friction Draft Gear, Type G, Class 11. Union Draft

Gear Company.

500

DRAFT GEAR.

Figs. 734-736

2lJi J*

fci^^^-r-^

Seiction A-B.
Fig. TZA — ^IcCord Draft Gear, Type D, for Steel Underframe Freight Cars. McCord & Company.

^^ u

mL.Qj\-..,-\

be:t\a/ce:n draf-t lugs

H

FT?

ur

V-b^^^^

iTVr"?!'-,!' 11

i._iJ:::;:;j-.vi_

"r~c

ir

4WT!-

Fig. 735— General Arrangement of AlcCord Draft Gear, Type D. McCord & C

ompany.

Fig. 736— McCord Draft Gear, Type D. McCord & Company.

Figs. 737-740

DRAFT GEAR.

501

i-^mi'-. '^gg'lg^naaasa.'-jgijs-t-c.-aju^.y^^rgt'ifli^^ f

Kt^^rm^^^^

'X 'J- ' '- ilir

^ — ly-wJ \ CT— <

END ELEVATION

Fig. 737— Gould Friction Draft Gear Applied to Freight Car with Cast Steel Body Bolster. Gould

Coupler Company.

Fig. 738— Gould Friction Draft Gear for Passenger Train Cars. Gould Coupler Company.

Fig. 739 — Parts of Gould Friction Draft Gear for
Freight Cars.

Gould Coupler Company.

Fig. 740— Gould Friction Draft Gear for Freight
Cars.

502

DRAFT GEAR.

Figs. 741-742

Fig. 741— AVestinghotise Friction Draft Gear for Passenger Train Cars witli Standard Steel Platforms
and Three Stem Couplers. AVestinghouse Air Brake Company.

'", ~

— /o —

H/o*"

f>.

s

^^

/'

I>-,u c;

^-r

>rn

-^^^-

^^-i

0= £fua!/y ^/lacn}

Tir PLATE

CV.WLE CASriNd

-t Jhus Mnll. iron -j. ^J

i^ rtuj -UV-ouyA/- iTOfl 2 this -Open?uarfh Tiicdmjp sful

SWK we. TIE PLATE

^

"^^

.1 /

7?A'£ JL'///u3-H'/-f.,y7v^ 1

\^

n/lAWBAR EXTENSION

2 Ih^a -WrmgM ir,u

-Enliri leTigth nf opemug -

SIDE DEAFT LUG -l-n-: { 'i''j^f!f ^'jfj Wrnghf i.

(4>" 5 ri,r.,,

2-7 r

— ^

^;

^

IT.Ii' Im^BT-tarif.

.^

FOLLO^lTn TOP SlflDE 'lth^3-W„agtt i

"&n

1 L_

>-

^

Fig. 742 — Parts Used in Application of Westinghouse Friction Draft Gear to Passenger Train Cars with
Standard Steel Platforms and Three Stem Couplers. Westinghouse Air Brake Company.

Figs. 743-744

DRAFT GEAR.

503

Fig. 743 — :Miner Friction Draft Gear and Friction Buffer for Lehigli Valley Passenger Train Cars.

W. FI. J\/liner.

-9-6' to Cenkr of Kingbolt- -

Section B I Seciion A

Fig. 744_Miner Friction Draft Gear and Friction Buffer for St. Louis & San Francisco Non-Vestibule

Passenger Train Cars. W. H. Miner.

504

DRAFT GEAR.

Figs. 745-746

Fig. 745 — Miner Tandem Draft Gear for Atchison, Topeka & Santa Fe Steel Underframe Passenger

Train Cars. W. H. Miner.

Fig. 746— Econoraj' Emergency Coupling Device. Spencer Otis Company.

Figs. 747-748

UNCOUPLING APPARATUS.

505

Uncoupling lever arm
should be of such length
that center of pin-hole B
will pass through point A
located 4^4 in. above in-
itial position of lever arm
and 2 in. back of center
line of lifter. Chain slack
to be IYj in. to 2 in.

Fig. 747 — Recommended ^Method for Application of Uncoupling Lever to Simplex Top Lift Freight

Coupler. American Steel Foundries.

Fig. 748 — Imperial Uncoupling Apparatus and Details, for New York Central & Hudson River Box Car

Shown in Figs. 274 and 276.

506

UNCOUPLING APPARATUS.

Figs. 749-751

-^

#>^

g^

d" IS"
'E 16

Plan V/syv of Applkoi'on.

'M

\^-4i

, 7" I «

3

of Buffer "^/^

Casting, s^ ^

j4"

-BO-

5

Seciion A A

Fig. 749 — Application of Duplex Uncoupling Apparatus to Box Car. National Railway Devices Company.

Fig. 750 — Application of Acme Universal Uncoupling Apparatus to Box Car. Acme Railway

Equipment Company.

Fig. 751 — Recommended Uncoupling Arrangement for Simplex Passenger Coupler. American Steel Foundries.

Figs. 752-753

DUMPING APPARATUS.

507

i'-—-^

Fig. 752 — Simonton Door Operating Apparatus for Twin-Hopper Gondola Car. Standard Steel Car

Company.

Parts of Dumping Apparatus Shovsm
in Fig. 752.

1 Double Sheave zuitli Ann

2 Link

3 Left Hanger

4 Right Hanger

5 Hanger Clevis

6 !-Bolt

7 Door Stiffener
Latch Dog

9 Latch

10 Latch Wheel and Bushing

11 Llinge and Hinge Butt

12 Door

13 Square JVinding Shaft

14 IVinding Shaft L>runi

15 Chain for Operating Gear

16 Shcai^e Bearing

l]^-<^ 'rS-//,4% iofCar

Rail tine ^

Fig. 753— Simonton Door Operating Apparatus for Self-Clearing Hopper Car. Standard Steel Car

Company.

508

DUMPING APPARATUS.

Figs. 75f-755

Fig. 754 — Hopper Door Operating Apparatus. Standard Steel Car Company.

Fig. 755 — Dunham Drop Door Apparatus for All-Steel Hopper Bottom Gondola Car. United States

Metal & Manufacturing Company.

Figs. 756-758

DUMPING APPARATUS.

509

Fig. 756— Dunham Hopper Door Apparatus for Pennsylvania Railroad All-Steel Hopper Car. United

States Metal & Manufacturing Company.

SectionB-B.

3ectionA-A
Fig. 757_Lind Drop Door Apparatus for All-Steel Hopper Bottom Gondola Car. Pressed Steel Car

Company.

9" Door Opening n

Section

Fig. 758— Door Operating Apparatus with Lind Safety Clutch for All-Steel Plopper Car. Pressed Steel

Car Company.

510

DUMPING APPARATUS.

Figs. 759-760

Fig. 759— Door Operating Apparatus for All-Steel Hopper Car with Transverse Doors. Enterprise

Railway Equipment Company.

1 "^

1

M

i

Fig. 760— Door Operating Apparatus for Center Dump Ballast Car. Enterprise Railway Equipment

Company.

Figs. 761-762

DUMPING APPARATUS.

511

Fig. 761— Door Operating Apparatus for Side Dump Gondola Car. Enterprise Railway Equipment

Company.

34.x:?^x^L^

? Sfiffeningf ^r

- ]1 1

-a

n

"ir

laii

V.

b

J_H

i" L

|r— ^

34 x3^ r^ l^

Fig. 762 — Empire Drop Door Operating Apparatus for General Service Car. United States Metal &

Manufacturing Company.

512

DUMPING APPARATUS AND DOORS.

Figs. 763-765

Fig. 763— Door Operating Apparatus for Side Dump Gondola Car. Enterprise Railway Equipment

Company.

Fig. 764 — Interior View. Fig. 765 — Exterior View.

Williams All-Service Car Door. Williams All-Service Car Door Company.

Figs. 766-767

DOORS AND FIXTURES.

513

ii'.l'.'J'L

Fig. 766 — Christy Steel Door for Box Cars. H. A. Christy & Company.

V-i3fA

of Frume '

Fig. 767 — All-Steel Door Used on the Pennsylvania Railroad Steel Frame Box Car Shown in Figs. 270

and 271.

514

DOORS AND FIXTURES.

Figs. 768-770

Seci-ion at Top of Side Door.

Section of Boifom of
Sio'e Door

Fig. 768 — Details of Side Door for Union Pacific
All-Steel Box Car Sliown in Figs. 1, 261 and 262.

•^^g Copper //

Fig. 769 — Latch for Door of Summers All-Steel
Box Car.

Fig. 770 — Details of Door for All-Steel Box Car Sliown in Figs. 263-266. Summers Steel Car Compan;

Figs. 771-773

DOORS AND FIXTURES.

515

irrnr'^T)

m "T

o]

<

m

-^

Fig. 771 — Door for Summers AU-Steel Box Car.

See also Fi^s. 769 and 770.

Fig. 772~Door for Canadian Pacific Steel-Frame
Box Car Sliown in Figs. 6, 267 and 268.

s

ss

^S5

t

~^Zt^

'

_3

oF",.

-'7"\ r v—

^

< lol

\.''\'

\

"??

1
1

>)

1

1
~r

1

1

?'4

9'7

erf

Oooi
loci

\

'T7/

— ;

1

fer^W

1

P

pc

S~

set:
»

1
1
1

\\
|l

|i

1

"I"
i'

!i

I]

[

1
1
1
1
1

1 J

—

,_.

—

f

-

1
1

I

i;

6"b

«l

ifei

^

"•^^ ,

U

4t5

#=■

^^^

A
1

1

%

J?.

1

1

1
)

1
1

J.

>

0^ =5

1'^

s?

J,
J.

A

...

--■

'gf

,re

of.

1
1
1
1

k-

V-

—

4'

e— j

1
1
1

E

^

1
1

44-

\

■4

,-f:,:,.ss.:s::js-s;.:::...

l^-i4i-.i<'V^«^<.i<.-lfJ-i-'

i"^ if Simp, t
-n n — i -[H —

Fig. 773— End Door for Chicago, Milwaukee & St.
Paul Automobile Box Car Shown in Figs. 282,
283 and 284.

516

DOORS AND FIXTURES.

Figs. 774-775

z

-10-0 In Clear

Fig. 774 — Two-Piece Side Door for Automobile Bpx Car. Western Steel Car & Foundry Company.

kid

Fig. 775— Camel Door No. 30 for Steel Frame Box
Cars. The Camel Company.

Figs. 776-778

DOORS AND FIXTURES.

517

Fig, 776 — Combination Door Stop and Lock. The
Camel Company.

Fig. 777 — Sectional View Showing Application of
Combination Door Stop and Locl<. The
Camel Company.

Fig. 778 — Security Door with Movable Post for Automobile Bo-x Cars. The Camel Coninanj

518

DOORS AND FIXTURES.

Figs. 779-780

^ ^ O mr

Fig. 779 — Application of Securitj^ Car Door Fixtures. The Camel Company.

Use Round Headed
Screws 3 - Long.

Fastened on tv/th ^ Bolts Located about 4 Centers after frock /s Placed

Fig. 780 — Chicago Car Door and Fixtures. Chicago Car Door Company.

Figs. 781-782

DOORS AND FIXTURES.

519

UJ P^ ^

ffofe/d'S'L

Fig. 781 — Details and Application of Chicago Grain Do or. Chicago Car Door Company.

—lOS^ Bei^een Doer Pos/s

s

i'^

'\

,1

\

-^

"

-

-

-

-

r;--

il

1
J

1

1
1
1
1
1
1

(1
11
II

M
h
H

ll

1
1

T"^

\

\

\
\

je
\
\

\

\

\

■II
1

1

1
1

1
1
1

/ 1
/
/
/ ]

1

1

o>

1
1
1
1
1

1

ll

i

|i

ll
II

u

ll

-L

r-

/

1
1

1
1

1

1
1

\ 1

V

zl

A

1

1

\

\

\
\
\

\
\
\

._ L_

\ 1

\ j

\'\

1
1
1
1

\

III

/

1

±-

~.

-

--

-.

--

\ \ 1
\ \l
\ 'I

l;Ji

<-*

—

__

4

'ys

-II

~

M

3ecHon Through 5/de
Plaie and Door.

'\3x4gx3eg

SecHon Through Sill af Door.

Fig. 782 — Side Door for Chicago, Milwaukee & St. Paul Automobile Car Shown in Figs. 282, 283 and 284.

520

DOORS AND FIXTURES.

Figs. 783-785

Lr-

-

-

-~

._,1.. -

d

-

--

''^

■ ■ - ■

- -

¥

—

^

: f

Fig. 783 — Details of Application of Detroit Door. Hutchins Car Roofing Company.

Fig. 784 — Detroit Door Fixtures. Hutchins Car
Roofing Company.

Fig. 785 — Types of Locks for National Safety Car
Door Fastener. See Fig. 788. National Malle-
able Castings Company.

Figs. 786-789

DOORS AND FIXTURES.

521

Fig. 786 — Jones Peerless Door for Box Cars. Jones Car Door Compan}-.

■\SeqtfOn fhnx/^h
Door and

Side Sin:

Fig. 787— T-fasp f.ir National Safety Car Door Fastener Shown in Fig. 7SX.

Fig. 788 — National Safety Car Door Fastener (Patented). Na-
tional Malleable Castings Company. See also Figs. 785,
787 and 789.

Fig. 789— Staples for National Safety
Car Door Fastener Shown in
Fig. 788,

522

DOORS AND FIXTURES.

Figs. 790-791

Fig. 790 — End Door and False or ^Movable Post for Side Door of Erie Railroad Automobile Box Car
Shown in Figs. 12 and 272. American Car & Foundry Company.

■,'-r3U

Hand Md fo be
located at each
corner excepf
corner mYh irraJr)^
masf

Fig. 791 — Drop End Door for Pennsylvania Railroad Gondola Car.

Figs. 792-793

DOORS AND FIXTURES.

523

•W^,-*--

Closed, Ready for Sealing. I" Position to Release Hasp.

Fig. 792— Dayton Freight Car Door Lock. Dayton Malleable Iron Company.

Secfion A-A.

SecHon 8-8.

^ -4; z'li"- — ^-z-^

Fig. 793— End Door for Atchison, Topeka & Santa Fe IJox Car Shown in Fig. 289.

524

DOORS AND FIXTURES.

Figs. 794-797

Fig. 794 — St. Louis Fhisli Car Door. Fig. 795 — Western Flush Car Door.

\\'estern Railway Equipment Company.

Fig. 796 — Automatic Car Door Lock. Railway
Utility Company.

Fig. 797— Cross Section Through Utility Double
Roller Car Door Hanger. Railway Utility
Company.

Figs 798-799a

DOORS AND FIXTURES.

525

Fig. 798 — Arrangement and Details of Garland Refrigerator Car Door Fastener. Burton A\'. kludge &

Company.

big. 799 — Closed Position. Fig. 799a — Open Position.

Garland Refrigerator Car Door Fastener. Burton W. Mndgc & Company.

526

DOORS AND FIXTURES.

Figs. 800-801

,-,^ ,S/c/e

Fig. 800 — Folding Side Door for Central of New Jersey Horse Car.

^ 6-\^

Fig. 801 — Refrigerator Car Door. Milwaukee Refrigerator Transit & Car Company.

Figs. 802-803

DOORS AND FIXTURES.

527

^,|/^u_ .End o/ Bolh Rirehd Orer

Fig. 802— Door for Central of New Jersey Ice Car Shown in Figs. Zl(y, Z77 and 379.

Special PIa5t/c,Purlap j ,y^
Wool deadening ^If
'3-ply insulating-paptr
" "Yellow Pine , .< i

li^Air Space.
'J^ Air Space.
^' Strip andpi^ I
Carline ^^ ,

Z Post

''3'ply ms paper
-f MafchedYelloivPim.
Hoi ins, paper
-Airspace ,

k'pliAsphalft/m oamrafaf

Wool deadening lelt
i^'Matiied Basswood.l^

J

Note- Poors must have 8
Clearance except
at Bottom

f-plyAspholtum

j saturated Waterpwof
I paper

3'ply insulatii

Application ofPbdIock
witti Wire Seal

Inside Lining of Door,

... mr

it-j"-H

Section f-F

5K ■ K^?f'
Section C-P

) I PI. tinned

Insulation at Treshold

SectionJ-KX^

Fig. 803— Miner Refrigerator Car Door Fastener and La Flare Insulation for Baltimore & Ohio

Refrigerator Cars. W. H. Miner.

528

DOORS AND FIXTURES.

Figs. 804-809

- s-oy^-

nn

Fig. 80-1 — Wooden End
Door for Norfolk &
Western Coaches.

Parts of Doors.
See Figs. 805 and 809.

1 Door Post or Jamb

2 Door M'ulUon

4 Top Door Rail

5 Bottom Door Rail

6 Middle or Lock Door Rail

7 Parting Door Rail

8 Door Stile

10 Lower or Twin Door Panels

11 Middle Door Panel

12 Upper Door Sasli

13 Lower Door Sash

21 Door Hanger

22 Door Hook

23 Door Guards

y,"-^ 'r

Fig. 805— Wooden E
Haven &

nd Door for New York, Xe\
Hartford Coaches.

^ \ RemovableStop.

T i

^^

Section A.

1 ^

\

Sect/ on B.

^4

Fig. 806— Steel Vestibule Side Door and
Dahlstrom Metallic Door Company.

Deta

i9 li ir^

Inside E/evoiion Section C Section d. Section A.

Fig. 808— Steel Side Door and Details for Baggage
Car. Dahlstrom Metallic Door Company.

^T|

ik

7

mass 1
I8"x24 C^

1

^ji— '

a

•■o!

If Clear \ \

iex24\

§

Y

"5

ii

■- \is'g'-<

fi:

V—

23-

~>

26i M

Fig. 807- Wooden Vestibule and End Doors
Pullman Cars.

£3^

for

Fig. 809— Wooden Side Door for Norfolk & Waste
Baggage Cars,

Figs. 810-813

DOORS AND FIXTURES.

529

Slidiii- D.

End Dmoi-

Fig. 810 — Stt-el Diii-irs fi .r Trudson i^ Manliattan Tuiiiirl Tars.
I 1 aie 'S: Killiuni ( '' miiiaii} .

'^.h9m

Fig. 811— Steel I-:nd Door
for 1 larriman Lines
.Steel Coaches.

Fig. 812 — Ooulde Sliding- |)iinr loxtiire, James L. I I (jward & (-'ompiiii^

Inside.

Otitside.

Fig. 813— Steel Vestibnle, End and Salnrm Do'.rs for Pennsylvania RailrMad Steel Coacliej

T-Talc & Killmrn Company.

530

DOORS AND FIXTURES.

Figs. 814-817

Sliding Door. Wide Door. Swina; Door.

Fig. 814 — Acme Pressed Steel Doors. Acme Supply Ci. mpany.

Fig. 815 — Application of Russwin Door Check.
Russell & Erwin ?.Ianufacturing Company.

Fig. 816 — Russwin Door Check. Rrsscll & Erwin
^lanufacturing Company.

Fig. 817 — Holhiw Steel Doors for Steel Subway Cars. Grinden Art Metal Company

Figs. 818-825

DOORS AND FIXTURES.

531

Fig. 819 — Sliding Door Hangers. Russell «& Erwin
Manufacturing Company.

Fig. 818 — Hoilow Steel Baggage Car Door. Grinden
Art ISIetal Company "^ »

Fig. 820— Baggage Car Sliding Door Hanger.
James L. Howard & Compauy.

Fig. 822— Door Bottom and Corner Rollers. Dayton
Manufacturing Company.

Fig. 821— Yale Door Check. Yale & Towne Manu-
facturing Company.

Fig. 823-For Baltimore & Ohio Baggage Cars. Fig. 824-For Harri- Fig. 825-For Interborough

man Lines Coaches. Subway Cars.

One Piece ^letal Doors. Forsyth Brothers Company.

532

DOORS AND FIXTURES.

Figs. 826-829

Fig. 826-Pneuniatic Operating Apparatus for Sliding Doors. Consolidated Car Heating Company.

Fig. 827— l-'uur LUittuii fusli .Switrli for Remote
l-ontrol of .Magnetic Air \'al\es fr.r F'neumatic
Duor (Jperaturs. Cons. ;lidated Car Heating
Criirpany.

Fig. 828— S

gnal f.ight Box witli Cover Removed
for A[ot(irman's Automatic Starting Signal,
Indicating .Ml Doors of Train Closed. Con-
solidated Car fleating Compan_v.

Fig. 829— I'neuniatic Door Operator an

,. , '' ^fagnctic Valve, Showing Application to Car Door
Limsohilated Car Heating Company.

Figs. 830-835

DOORS AND FIXTURES.

533

Fig. 830 — Door Stops and Holders. Russell & Erwin Manufacturing

Company.

Fig. 831— Dour Mulders. Adams
& "W'estlakc Cumpany.

V^

FULL SIZE

Fig. 832— Cross .Sectiun of
Diamond Tubular Ball
Bearing Dour Hanger.

Fig. 833 — Sherburne Patented Car Door Holder.
Sherburne & Company.

Fig. 834 — Door
Spring. Russell
& Erwin i\Ianu-
facturing Com-
pany.

Fig. 835 — Diamond Tubular Ball Bearmg Sliding Du(jr Hangers lor Brooklyn Rapid Transit Center

Knif^n.-A Cars. Diamond Door Hanger Company.

534

FREIGHT CAR REFRIGERATION AND HEATING.

Figs. 836-837

IJ Gouge Galr.
"~~ Steel.

3 Layers of ^ Flaxlinum

WithXU Red Rope Section on Center One

Pn-y^r on each Side

LlJiljj

Front Eievof/on.

Fig. 836 — Bohn Standard Ventilator and Plug for Refrigerator Cars. White Enamel Refrigerator

Company.

Section of Box For ff oak.

Fig. 837 — Insulation and All-Steel Removable Bulkhead for Refrigerator Cars, Bohn System. Wliite

Enamel Refrigerator Company.

Figs. 838-839

FREIGHT CAR REFRIGERATION AND HEATING.

535

Keystone Hair Fe/f is cohered on

both sides mf/i paper and s/ifched

through.

Insulation o'f ceding to be the same

as the side of fhe car.

dPlyWaterproot\
Felt Papei

Air
Spaces

Ket/sfone Hairfe/^

'" " iper

2 Ply Waterproof Felf Paper
Fig. 838 — Insulation Details for Pennsylvania Railroad Steel Frame Refrigerator

Cars.

Fig. 839— Refrigerator Car Insulation Details. Milwaukee Refrigerator Transit & Car Conlpan3^

536

FREIGHT CAR REFRIGERATION AND HEATING. Figs. 840-842

Fig. 840 — Details of Ventilators for New York Central & Hudson River Produce Car.

FIBHEWOVE -
F/BREWOVB-

Fig. 841 — Application of Fibrewove Insulating Paper to Refrigerator Car. Philip Carey Company.

"--^r^^.

\ PALSETCEILING M\' FALSE CEILING + t

'3f.

B

Fig. 842 — Diagram of Refrigerator Car, Union Fibre Company's System, Showing Air Circulation.

Figs. 843-844

FREIGHT CAR REFRIGERATION AND HEATING.

537

/I 4 Flooring /Paper (/layer)

' Sub Floor
^xl Naih'nffSfrip
1 Linofelf f^Shea/hing

lining

fg Sheafhing^
Floor.

2layersfhper
2 Uno/e/f

~' ~T — 2 Layers p Linofelf

^xl Na}/inff SfrJp

/iir Space

j^ Sheaf h/'n^

Roof.

< 400

Car r>od}'.
843 — Refrigerator Car Insulation. Union Fibre Company.

-3 0-

'Hafch Orafe „ , — ,

Cross Secfion. Elevafion Shomng From/'ncf. ^ Fronf Eleu-aHon.

Fig. 844 — Collapsible Ice Bunker for Refrigerator Car. Union Fibre Company.

538

FREIGHT CAR REFRIGERATION AND HEATING.

Figs. 845-848

Fig. 845 — Xon-Splash Drip Pan for Collapsible Ice
Bunker. Union Fibre Company.

846 — Leeds Ventilator for Refrigerator Cars,
with Top Removed. B, B are Air Passages;
Plate P Prevents Air from Circulating Around
Ventilator; O Sho-n-s Position of Drain-
age Hole. Plug K is Shown Open for Ad-
mission of Air to Ice Tank or Bunker.

Fig. 847 — Leeds Ventilator for Refrigerator Cars.
Arrow Indicates Deflector Which Carries Air
into Passages, B, B. LInion Fibre Company.

Single Burner Type. Two Burner Type.

Fig. 848 — Alcohol Portable Stoves for Heating Refrigerator Cars for Transportation of Perishable
Products in Cold AYeather. Alcohol Heating & Lighting Company.

Figs. 849-852

FREIGHT CAR REFRIGERATION AND HEATING.

539

Fig. 849— Alcohol Burner for Alcohol Heating &
Lighting Company's Heaters.

Fig. 850 — Heater Box as Applied to Refrigerator
Car, Showing Location of Heater Drums and
Alcoliol Supply Tanks.

Fig. 851 — Cross Sections of Refrigerator Car Shown
in Fig. 852, Showing Application of Heater.

Alcohol Heating & Lighting Company.

Fig. 852 — Section Through Refrigerator Car Equipped with the Alcohol Heating & Lighting Company's
Heating System, Showing Location of Heater and Passages, and Flow of Air Currents. See
also Fig. 118.

540

FREIGHT CAR REFRIGERATION AND HEATING. Figs. 853-855

Fig. 853 — Air Circulation in ^^jinire I'atcnl Car when Arranac'l for Rcfriseration.

Fig. 854 — Air Circnlatinn in ilcirire Patent Car wlien .-\rrangeil for Heating.

Fig. 855 — Air Circulation in ^loore Patent Car when .-Vrrangetl tor Ventilation. JMoore Patent Car

Company. See also Figs. 109 and 114.

Figs. 856-858 FREIGHT CAR REFRIGERATION AND HEATING.

541

STORAGE HBATER
End View

STORAGE HEATER
Sectionai. Enp View

1

J|

IP

s^¥:r;7;;^S:i

1^^^^

^^^J:

^H

lfi==#:

:#— -ii#^

j^^==

-3^ "-

STORAGE HEATER
LoNciTUDiNAi, Section

Fig. 856— Gold's Improved Storage Heater for Use in Refrigerator Cars During Cold AVeather. Gold

Car Heating & Lighting Compan}-.

87i^

Fig. 857 — Piping Arrangement frjr Gold's ImprMNcd Shirage Heaters.

Fig. 858— Gold's Improved Storage Heaters as Applied to a Refrigerator Car. Gold Car Heating &

Lighting Company.

542

FREIGHT CAR ROOFS.

rig. ODv

Running Board 6acfc/fe.

Section Through

Sect/on Through

SecfionnroughCorlineai-AA Section Through Ridge Po/e at ^r^!^r"J^°^?R fioof at Purlm.

Roof at Riage Pole. Car/ines

D

Carline at B B.
E

Ajtbouffv^

Sect/on Through

Purlin crt Carlin&.

Fig. 859 — General Arrangement and Details of Franklin Flexible ^letallic Roof for Box Cars. I''ranklini

Railway Supply Company.

See Page 543 for Names of Numbered Parts.

Fig. 860

FREIGHT CAR ROOFS.

543

! Roofing Sheets

2 Carlines

3 Ridge Pole

4 Purlins

5 Ridge Cah'

Parts of Franklin Roof. See Fig. 859.

6 Carline Caps

7 Riiiniiitg Boaid Saddles

8 Ridge Pole Hoods

9 Carline Hoods

10 PiirUii-Carline Keys

12 Running Board Brackets

13 Running Board Side Extension Supports

14 Running Board End E.vtension Supports

15 ['Running Board Extension Braeitcls

,viA/\A fVV«\v,.u (AvvvAam

,w„.v«\....wwA*| n^f^^clof Splicing Boards

WvvV.v.'J l-rt'^w-vvj Invw/J

A G r<--6"--X ^

■■* i) ' B

Mefhodof

mi

Mefi70c/of
kftachii^qSheet^ Attaching Sheafs

atEndPhtt! atSidePfate

-^ .-i-o RunninqBd. jflp

jectidfiatA-A

Section at B-B

G

"

■^n

i__j

'^'

T-<j

m

^3=^=

--T---^

"''-K'--^"' ■■" r-^-

--_--r- r- r-. ?-?-

;-:----

--— ^

— -7.; -, ^--■'

^=.^^.77.^^

S3r^^:r^f^^

/■'•'7"^;"r"-

';■■"-■-■

■--d ■ ---A

B

Flashing /io.22-USS.
Gage 6ah

5<scf!on at U'D

Section £-£

.'--:=-7^-tr:^'^^v.

Btii ■ - - fcl ^ ."^^ '"iiJ-Ti

ir //>r

Section at f-F

m

tlo.l8-LI.SS.6age 4f
dalvSteel, K-?^,r"

Section at 6-6

UwJU-i/v-aI/ayw a'-'.-.J*.'-'

Section ThroughC-C
Method of Attaching Ridge Cap tiood at End Plate

tIethodofA ttachim
Carline Troug/
Board Saddles

Carline Troughs at Funning
'" "les

k--/-M-^

_.:MM,;,,?^,,,,MM...i^i....._iiL.M.uiT...LLL:LLu_,_,_rv^,_,_. ■__:_■___:"_. .:i

Fig. 860 General Arrangement and Details of Outside Type of Franklin Flexible ^Metallic Roof for

Refrigerator Cars. Franklin Railway Supply Company.

544

FREIGHT CAR ROOFS.

Figs. 861-864

Fig. 861 — Western Steel Carline. Western Railway Eqnipment Cimipany.

Pig. 862— Franldiu Flcxilile Aletallic Rnnf Applied
to Box Car. iM-ankliu i\ail\va_\" Siipiil_\-
Crinipan> .

Fig. 863 — Rnof of General Service Car Shown in
Fig. 92. Xatirjnal F)ump Car Company.

Fig. 864 — Interior View of E'.ox Car Equipped \\)tli Franklin IHexible .Metallic Roof. Franklin Railway

Snppl\" Company.

Figs. 865-870

FREIGHT CAR ROOFS.

545

Fig. 865 — Hiitchins Air Si)ace Seclioiial Plastic Car

RcM.l".

Fig. 866— Hutchins All-iletal Inside Roof.

Fig. 857 — llutchiiis I'lastic Car Roof.

Fig. 868 — Hutchins Sectional Metal Inside Ro"f.

Parts of Hutchins Type D
Roof.

A LoiL- Roll .loiiil
B Torsnjii luuc I-n;id
C Gul:'(inl::cd l\,i,ifiiii^

Sheds
£ (_7o/i am cd J niiit luii'c

I illci Piece
F GaUaiii d Cciilcr Ihmd
G uuUdiii id Stiddle L'liCr

Fig 865— Inn. Inns I ^ \n T) ( )ut-id( Metal }<■•'<(

Fig. 870— Hutchins Imijro\ed -\11-Steel Steel Carline Roof.

Hutchins Car Roofing Compan\'.

546

FREIGHT CAR ROOFS.

Figs. 871-872

i

1 '

A
1
1
1

□

^\^

1 1
1 1
1 1
1 1

1
1

Joint Cap

-Up

5heei Ridge Joint at ffidgs

Fig. 871— Details of Hutcliins Type D Outside Metal Roof. See also Fig. 869. Hutchins Car Rooting

Compan)'.

c

^?-axo3^^T=i5t^^y

!H

ja^'^'

" V

., .^

-X ° ' " -'Ir* '

1 11

1 1

~"

L_

i

,

L

L__

5p.ofion on B-B

Fig. 872 — Details of Hutchins All-Steel Steel Carline Roof. See also Fig. 870. Hutchins Car Roofing

Company.

Note. — In Figs. 269-271 are shown general drawings of a Pennsylvania Railroad box car equipped with
an all-steel roof. This roof is attached to the superstructure in such a manner as to leave an

opening for ventilation between the carlines.

Figs. 873-874

FREIGHT CAR ROOFS.

547

Secfion Showrng Transverse
Roof Boards.

Secfion Showing Longifud/naf
Roof Boards.

Fig. 873 — Application of Xo. 4 Outside Iron Roof. Chicago-Cleveland Car Rooting Company.

Defail of infermediafe
■ Sheet

. Secfion of /funning
Board and Roof.

Qalvanized Iron,
Secfion af £a/es.

k- -/$ — >1 ^^ center of each
^ ° ^sheef^

Nail

Cross Secf/on Through
End Facia.

^T'l^^^ CarriagaSo/l

Secfion af £aves.

Defail of Saddle.

Secfion Over Dooryvag.

Fig. 874 — Details of No. 4 Outside Iron Roof. Chicago-Cleveland Car Rooting Company.

548

FREIGHT CAR ROOFS.

Figs. 875-877

Mortise in Ridse Pole

Section Thronsjh Ridse Pole.

iM^MJVvMM

Side Elevtjtion of Rbof.

Section Through
Cover Strips.

Section Through Plate and Ea\es

PUn of Roof.
Fig. 875— Improxed Chicago Car Roof. Chicago-Cleveland Car Roofing Company.

Jec:f,m '"'' -|-<5'«/--

Fhnge o^ I-beam bsni 5oas^fxp<iralkl ^"

4— i-4-

->1

*ostdtcfsidBpfafe. 5^^ pfa^ ^rooyed to
fit con tour of I-bsam,

y',?fS,ck/'hte

Fig. 876 — Details of Steel Roof for Summers i\ll-
Steel Box Car Shown in Figs. 263-266.

Fig. 877 — I-Beam Carline. The Camel Company.
This Carline is Shown Applied to Box Car
in Fig. 289.

Figs. 878-879

FREIGHT CAR ROOFS.

549

A 1

M

* — ^i-— '

M

>

m 1

FVar? o/' /foo/'

Fig. 878 — Chicago Improved Winslow Roof. Chicago-Cleveland Car Roofing Company.

SalY.Shel Ccrp

V"

r?^- VisnShoning Posifion c^^A««%=l;::V-';=:f3] h^'^;

p:

4 gFT^^Wf
»% Runnlnq'Board

riallJtvnWqs/rer ""^ "" Running Boa re/ Saddle Saddle

Fig. 879— New Murphy All-Steel Radial Car Root and Details. Standard Kailway Equipment Company.

550

FREIGHT CAR ROOFS.

Figs. 880-882

lui m

'.-2l''-\--i7'-y

^^^S^^E^^^^^^^

gp??5HBFT:?:^

ja m ar*

2^iiS5i$3SlSHIS^3S|E

^^^

JE^vf^lr^

a^Jt-

J^i^ r Til /Ir J(3 yil~c. -_^ _--■-- " - " \ ^ T^ 77 ,i» -

r'C

.^ai

Section C-D

Folds on Sides ofSiieefs

Fig. 880 — New Alurphy Car Roof, Type XLA and Details, for Louisville & Nashville Box Cars.

Standard Railway Equipment Company.

Fig. 881 — Steel Angle Roof Carline. Standard Railway Equipment Company.

Fig. 882— Application of Carey's Three-Ply Burlap Center Freight Car Roofing. Philip Carey

Company.

Figs. 883-887

FREIGHT CAR ROOFS.

551

Fig. 883 — Cleveland Type B Pressed Steel Carline with Wide Ends. Cleveland Car Specialty Company.

Fig. 881 Cleveland Type B Pressed Steel Carline, Heavy Pattern with Diminishing Ends. Cleveland

Car Specialty Company.

Fig. 885— Cleveland Pressed Steel Roof Carline. Cleveland Car Specialty Company.

Fig. 886 Cleveland Pressed Steel Channel Carline for Outside Roofs. Cle\'eland Car Specialty Company

Fig. 887 — Pressed Steel End Plate. Cleveland Car Specialty Company.

552

SHEATHING AND MISCELLANEOUS DETAILS.

Figs. 888-892

Fig. 888— Cleveland Pressed Steel End Tie Band for Dox and Stock-
Cars, Cleveland Car Specialty Company.

for Jteel Car

1-A Pemel .

■ftl

S-AJIal.

Fig. 889 — ^Metallic (Steel) Sheathing for Passenger Train Cars
Cencral Railwa}' Supply Compan\'.

□
a

i

□

SecHon crtCenfer
of f^ung.

A.

Fig. 891— Acme All-Steel Freight
Car Ladder. Acme Supply
Company.

Ik

f/o+e- Lencifh, Mficfth,

rffung Spacing. Etc, to
Suii- Con

£'%

"^MlbWi

Fig. 890 — Interstate One Piece Steel Freight Car
Ladder. Interstate Railway' Engineering
Company.

Fig. 892 — Security Interlocking Ladder Bolt. Adreon
Manufacturing Company.

Figs. 893-900

PASSENGER TRAIN CAR VENTILATORS.

553

Fig. 893 — Automatic Ventilator from Inside of Car Showing Diffusion Boxes
and Controlling Shutters.

Fig. 895 — Sectional View
Showing Application of
Automatic Ventilator.
Automatic Ventilator
Company.

Fig. 894 — Automatic Ventilator from Outside of Car Showing Deflector and
Openings to Diffusion Boxes. Automatic Ventilator Companj'.

The Globe Horizontal.

^CTK. OF BL/ISr

The Globe Erect.

Fig. 896 — Sectional View Showing
Application of Automatic Ven-
tilator to Arclied Car Roof. Au-
tomatic Ventilator Company.

s^^?
^^^%>

Fig. 898 — Register for Ventilator Pipe. James L.
Howard & Company.

Fig. 897— The Globe Ventilator. Globe Ventilator Company.

Fig. 899 — Utility Ventilator. Railway Utility
Company.

Fig. 900 — Ward's Improved Ventilator. Ward
Equipment Company.

554

PASSENGER TRAIN CAR VENTILATORS.

Figs, yui-yus

SCTlONi^U RuAN "Thro Car aud Vti^TH_AT6l*

Fig. 901 — Diagram of Air Currents in Garland
Ventilator.

Fig. 902 — View Showing Construction of Garland
Ventilator.

Fig. 904 — Dining Car Equipped with Garland Ventilatin.g
System and Garland Type of Sturtevant Blower.

Fig. 906 — Pullman Sleeping Car Equipped with Garland
Ventilators.

Fig. 907 — Application of Garland Ventilator to
Arched Roof of Harriman Lines Steel Cars.

Fig. 908 — Illinois Central Arched Roof Dining Car Equipped
with Garland Ventilators,

Burton W. Mudge & Company.

Figs. 909-915 PASSENGER TRAIN CAR VENTILATORS.

555

Fig. 909— Combined \ entilator and Lamp Jack.

Scully-Jones & Company.

Fig. 910— Direct Type Ventilator.

Fig. 911— Application of Gold's Cyclone Ventilator. G

old Car Heating & Lighting Company.

Fig. 912— Gilmorc Xon-Intake Ventilator from Outside of Car.

Fig. 914— Sectional View of
Gold's Cyclone Ventilator.

Fig. 913-Gilmore Non-Intake Ventilator from Inside of Car, Showing Vibra-
tors. Kernchen Company.

Fig. 915 — Gold's Cyclone
Ventilator. Gold Car Heat-
ing & Lighting Company.

556

PASSENGER TRAIN CAR VENTILATORS.

Figs. 916-919

Fig. 915 — Pennsylvania Railroad Ventilating Ap-
paratus for Passenger Train Cars.

Fig. 917 — Ventilator for Saloons of Passenger Train
Cars.

Fig. 918 — Application of Andrews Auto-
matic Ventilator. Safety Car Heating
& Lighting Company.

Fig. 919— Sections Through Andrews Automatic Ventilator. Safety-
Car Heating & Lighting Company.

Figs. 920-921

FREIGHT CAR TRUCKS.

557

Fig. 920 — Buhoup flexible Truck. McConway & Torley Company.

-<—

K-

iL^'r

-^

— >-

/^^\

^ k%

''//'^//y^/'

-^/
-^i-

— >

^

y///.

'6

Contour of Center f/oi-e.

Fig. 921 — Truck for New York Central & Hudson River 40-Ton Capacity Box Car Shown in Figs. 274

and 276.

558

FREIGHT CAR TRUCKS.

Figs. 922-924

Fig. 922 — Buckeje Pressed Steel Truck. Pressed Steel Car Company.

Fig. 923— Pressed Steel Diamond Arch Ear Truck. Pressed Steel Car Compan

pany.

Fig. 924— Fox Pressed Steel Truck, Pressed Steel Car C

ompany.

Figs. 925-926

FREIGHT CAR TRUCKS.

559

Fig. 925 — Fox Truck with Swing Motion Bolster for 40-Ton Capacity Car. Pressed Steel Car Company.

Parts of Fox Truck. See Fig. 925.

A Side N

B Transom O

C Transom Reinforcing Angle P

D Pedestal Angle Q

E Pedestal JVcariiig Piece R

F Pedestal Bolt S

G Sffring Plank T

H S/^ring Plank Hanger V

I Sirring Plank Hanger Pin V

K Loiver Spring Plank Hanger Pin W

L Pedestal Bracket X

M Pedestal Spreader Y

Side and Transom Connection

Brake Beam End Hanger Bracket

Spring Seat

Combined Spring Plank Seat and Hanger Arm Bearing

Spring Plank Hanger Bearing

Bolster Channel

Center Plate

Center Plate Support

Reinforcing End Casting

Side Bearing

Spring Cap

Tot' Tie Plate

Fig. 926 — Fox Swing Motion Bolster Truck with Wheels and Fittings Removed. Pressed Steel Car

Company.

560

FREIGHT CAR TRUCKS.

Figs. 927-928

:^.

Fig. 927 — Fox Truck for 50-Ton Capacity Car. Pressed Steel Car Company.

Parts of Fox Truck. See Fig. 927.

A
B
C
D
E
F
G
H
I

J
L
M

N

Sidc
1 raiisnin
Center Sfiffcner
Base Plate
Pedestal .-Ingle
Pedestal ll'earing Pieee
Pedestal Separator
Pedestal Bolt
Pedestal Braeket
Brake Hanger Bracket
Center Plate
King Pin Snpport
Dead Le^'er Guide .-Inchor

4m I< — soi- — H M'
Fig. 928 — Summers Balanced Side Bearing Truck.

Half Secf ion B-B.

Summers Steel Car Company.

Figs. 929-931

FREIGHT CAR TRUCKS.

561

Fig. 929 — Summers Balanced Side Bearing Truck. Summers Steel Car Company.

Fig. 931 — Truclv for Norfolk & Western 57^-Ton Hopper Car Shown in Figs. 16 and 290-292.

562

FREIGHT CAR TRUCKS.

Figs. 932-933

Fig. 932 — Barber Side Bearing Truck. Standard Car Truck Company.

-1341

Fig. 933— Six-Wlieel Truck for Pittsburgh & Lake Erie 100-Ton Capacity Flat Car Shown in Fig. 348.

Figs. 934-936

FREIGHT CAR TRUCKS.

563

o 1 o A////oM^^'

■^

'i^iaL

= f^i^: = -:3

=-— - =*ii

© ®

«

'4^:1

Si^A^yJyr/y/e T-es.

OfC

Fig. 934 — Barber T)-pe Diamond Arch Bar Truck for 40-Ton Capacity Car. Standard Car Truck Company.

--fe

Fig. 935 — Si-x-Wlicel Rear Truck lor Canadian Pacific Rotary Snow Plow Shown in Fig. 230.

Fig. 936— All-Metal Pacific Pattern Logging Truck for 40 or 50-Ton Loads. Russel Wheel & Foundry

Company,

564

FREIGHT CAR TRUCKS.

Figs. 937-939

Fig. 937— Parts of Bettenclorf Swing ilotion Truck. Bettendorf Axle Com]iany.

Fig. 938— Eeltcndorf Swing Motion Truck for 30-Ton Capacity Car. Bettendorf Axle Company.

Pig, 939 Freight Car Truck ^^'ith Cast Steel Bolster and Side Frames. Scullin-Gallagher Iron & Steel

Company.

Figs. 940-942

FREIGHT CAR TRUCKS.

565

Fig, 940 — DiaiTond Arch Bar Truck for 30, 40 or SO-Toii Capacity Cars. American Car & Foundry
t:. Company.

Fig. 941 — American Steel Foundries Standard Freight Car Truck.

Fig. 942 — Freight Car Truck with Cast Steel Side Frames and Integral Pedestal Taws. American Steel

F'oundries.

566

FREIGHT CAR TRUCKS.

Figs. 943-944

Fig. 943 — All-Steel Logging Truck for 50-Ton Loads. Seattle Car & Foundry Company.

Fig. 944 — Hercules Logging Truck with Knight Patent Chock Block. Seattle Car & Foundry Company.

Figs. 945-946

FREIGHT AND PASSENGER TRAIN CAR TRUCKS.

567

Fig. 945 — Swing Motion Diamond Arcli Bar Truck for 50-Ton Capacity Cars.

1

J-Vheel

30

2

Axle

37

3

Journal Box

4

Journal Box Lid

43

5

Pedestal

44

6

Pedestal Tie Bar

45

7

Pedestal Stay Rod

46

10

Wheel Piece

47

11

Outside Wheel Piece Plate

12

Inside Wheel Piece Plate

48

14

Top Arch Bar

15

Bottom Arch Bar

49

17

Truck Frame End Piece

51

20

Transom

55

20a Extra Transom
21

(for
(for

Six

S IX-

Middle Transom
Wheel Truck)
22' Outside Transom
Wheel Truck)

23 Transom Tie Rod

23a Extra Transom Tie Rod

24 Transom Truss Rod

25 Transom Truss Block

26 Transom Tie Rod Washer

27 Friction Block

Parts of Trucks. See Figs. 945, 947 and 966.

Truck Bolster 71

Bolster Guide Bars or Truck 72

Columns 73

Spring Plank 74

Spring Plank Bearing 75

Spring Plank Safety Hanger 76

Swing or Spring Hanger 79

Upper Swing or Spring Hanger 80

Pin 83

Lozver Swing or Spring Hanger 84

Pin or Spring Plank Pin 86

Swing Hanger Pin Bearing 87

End Axle Guard 88

Axle Safety Hanger 89

Transom and End Piece Tie Rod 90

Center Axle Guard 91

Truck Side Bearing 92

Side Bearing Arch 93

Truck Center Plate 95

Center Plate Block 97

Center Bearing Top Arch Bar 98

Center Bearing Bottom Arch Bar 109

Safety Chain 130

Safety Chain Hook 131
Safety Chain Eye Bolt

59
60
61
62
63
64
66
67
68
69
70

Equalising Bar

Equali::ing Bar Spring Cap

Equalising Bar Spring Seat

Bolster Spring Seat

Bolster Spring Cap

Spring Block

Equalising Bar Spring

Bolster Spring

Brake Head

Brake Beam

Brake Flanger

Brake Hanger Carrier

Brake Beam Safety Chain

Brake Safety Chain Eye Bolt

Brake Beam Safety Hanger

Release Spring

Brake I^cver

Brake Lever Fulcrum

Dead Lei'er Guide

Bottom Brake Rod

Brake Shoe

Column Bolt

End Piece Corner Plate

Transom Corner Plate

Fig. 946— Four-Wheel Steel Truck for Passenger Train Cars. The Harlan & HoUingsworth Corporation.

568

PASSENGER TRAIN CAR TRUCKS.

Figs. 947-949

Fig. 947 — Pullman Standard Four-Wheel Passenger Truck No. 104.
See Figs. 974 and 975 for Details and Page 567 for Names of Numbered Parts.

Fig. 948 — Truck for Heavy Interurban JMotor Cars. McGuire-Cummings Manufacturing Company.

Fig. 949 — Four-Wheel Truck for Pennsylvania Railroad Steel Cars.

Figs. 950-951

PASSENGER TRAIN CAR TRUCKS.

569

Fig. 950 — General Arrangement of Four-Wheel Steel Truck Shown in Fig. 951.

^TTTT

-ii , * IC t r t

Fig. 951 — Four-Wlieel Steel Truck. The Barney & Smith Car Company.

570

PASSENGER TRAIN CAR TRUCKS.

Figs. 952-954

wifhCcirBody

Fig. 952 — Four-Wheel Truck for Electric IMotor Car. Standard J\Iotor Truck Company.

Fig. 953 — Four-Wheel Motor Truck with Wheels Rotating on A.xles, for Chesapeake & Ohio Car Shown

in Fig. 195. Federal Storage Battery Car Company.

Fig. 954 — Four-Wheel i\Iotor Truck with Clasp Brake Arrangement for New York, Westchester & Boston

Car Shown in Fig. 189.

Pigs. 955-958

PASSENGER TRAIN CAR TRUCKS.

571

1 a Chain-^

Fig. 955 — General Arrangement of Four-Wheel Steel Truck Shown in Fig. 956.

Fig, 956 — Philadelphia & Reading Four-Wheel Steel Truck with Clasp Brake Arrangement. The Harlan

& Holling'sworth Corporation.

1

flip

p£'-.-

*w,*~y • 1

L " '^

y' :i^^ ■^- - '-'^..^li^Ss^Ms^

^i

^^^

wm^^^

^^ ,

New York,
Fig. 189.

Fig. 958 — Commonwealtii Steel Company's Four-
Wheel Cast Steel Truck.

572

PASSENGER TRAIN CAR TRUCKS.

Figs. 959-961

— ar3

Fig. 959 — Four-Wheel Steel Truck. The Harlan & Hollingsworth Corporation.

Fig. 960 — Four-AVheel Electric ]\Iotor Truck. Baldwin Locomotive Works.

Fig. 961 — Four-Wheel Trailer Truck for Electric ^lotor Cars. Baldwin Locomotive Works.

Figs. 962-964

PASSENGER TRAIN CAR TRUCKS.

573

Fig. 962— Four-wheel Truck with Low Franae. Wason Manufacturing C

ompany.

Fig. 963-Four-Wheel Truck for High Speed Electric Motor Cars. AVason ^lanufacturing Company.

Fig. 964— Six-Wheel Steel Truck. AVason Manufacturing Company.

574

PASSENGER TRAIN CAR TRUCKS.

Figs. 965-966

Fig. 965 — Commonwealth Steel Company's Six-Wheel Cast Steel Truck.

Fig. 966— Pullman Standard Six-Wheel Truck No. 106.
See Figs. 976-978 for Details and Page 567 for Names of Numbered Parts.

Figs. 967-968

PASSENGER TRAIN CAR TRUCKS.

575

Fig. 967 — Six-Wheel Truck for Pennsylvania Railroad Steel Cars.

iCizis' I

SecHon C-D. Seciion A-B.

Fig. 968 General Arrangement of Pennsylvania Railroad Six-Wheel Steel Truck Shown in Fig. 967.

576

PASSENGER TRAIN CAR TRUCKS.

Figs. 969-971

Fig. 969 — Six-Wheel Steel Truck. Standard Steel Car Company.

Fig. 970 — Six-Wheel Truck. The Harlan & HoUingsworth Corporation.

Fig. 971 — Six-Wheel Truck with Commonwealth Cast Steel Frame. The Harlan & HoUingsworth

Corporation.

Figs. 972-973

PASSENGER TRAIN CAR TRUCKS.

577

Fig. 972 — Philadelphia & Reading Six- Wheel Truck with Clasp Brake Arrangement.

Fig. 973 — Six- Wheel Truck with Side Frame and Pedestals Forged in One Piece. J. G. Brill Company.

578

TRUCK DETAILS.

Fig. 974

JE

3-OX-

-r^

1! -t^'t-o^o:

6-1 OJi^

Transom.

Extra Transom.

V

-y. . "^y

3"I§

^^

Inside End Piece.

^ 22

Spring Plank.

r:C

''■if •tTt \ I

1 1 -f , ^r^^^T] — I-

IIP

U-95;''->i-i-

1 ■ Sx-T-T-^-.-.f' t ■ 1 II

®

" „ © T "7' ,'=; © ©

r«*-i© ii® 1 1 ®ii j « , , ©

"Ef^

-'■3>^-

Outside End Piece.

W , ■■ ir" , ^

-e-

Si^u

6

Bolster.

I QJ.' & I

-il: u u^

\_

Tf

-IH

I

■ -1-2-6 Lciiffth-l-'verA-ll

Wheel Piece.

L,4i4- 8-p ^<-

18—

— ^

1° I

I 0 ; 1

1

Ih'l

Axle Guard.

n \-rt X

»/«

Equalizer Spring Cap. Equalizer Spring Seat.

©

^l^c©

1 \

" 1 ix^

1 i

U-?f

1^ - ' 8 Vn~

^

„-^

r^..

End Piece Corner Plate.

Friction Plate.

(o)

Transom Tie Rod
Washer.

ML

■TTJ)^.

I>i8

r^

Elliptic (Bolster) Spring Cap
and Seat.

y^^.T-

Center Plate.

Transom Corner Plate.

Washers.

U-Bolt Casting.

Fig. 974 — Wooden and Cast Iron Details of Pullman Standard Four-Wheel Truck No. 104 Shown in

Fig. 947.

Fig. 975

TRUCK DETAILS.

579

m^^

t ; [

Equalizer.

33^-

Pedestal Strap.

^^S

<^yw ° ■

^/^

End Piece Bottom Plates.

til

y, Tlic

3

-Length-over-all 1-2-6-

Inside and Outside Wheel Piece Plates.

©He?

—19

-IS 34— -

r 1 f

J2I

Transom Plates.

\_

—t^H— 7,

4 5>i-

--2-5H--

End Piece Plate.

Transom Tie Rods.

Eye Bolt.

-.-oy.^

End Piece Plate.

i<-^->|—

Brake Levers.

Swing Hanger. Safety Chains.

m

' 2-3-

xb '^ ^n ^

-13^"--,|

_S-pN

Spring Plank Balance Spring.

Safety Hanger.

- 1

•if"

Brake Hanger
Carrier.

-1-4 ^J

--l-2Ji"

r^ - T ^

^»

'?fl 1 W

%^ ^3_'|,H 1

U-Bolt.

U-Bolt.

Brake

Swing

Hanger

Hanger

Pin.

Pin.

Dead Lever Balance Brake

Guide. Hanger. Hanger.

Pig. 975 — Wrought Iron Details of Pullman Standard Four-Wheel Truck No. 104 Shown in Fig. 947.

580

TRUCK DETAILS.

Fig. 976

x-b

T--

1^

^

o

o

1;

'l

6]

x°

1 i; o

oil c.„ 1

j]o

,^^01 1

0 II

^
p

:4iLi:

•' ^

6

0 •

I

0—1

^

1

, II

<— V ' '

1

[KK

15-1 >ver-A-]I

Wheel Pieee.

Pli-i

V

> tji.

Jini

:y^

s

"13=F

:i:Cil

_^^iL

^K-;^;^^-:;-f-y4;--i^-.L---;r-

Eiul Piece.

Transom.

j.

5-8;;^^-

,+- - -U'

,---^

^T^

(4)

Ill 'f
11©

<!) 'r?

-., 0

hi

Bolster.

Spring Planl

jial

i^-'"^

3>?

-4-5 X- -

:>r" ■

•41^1 22 '^'^^ ^^

,.1 B

J

-■ 1

4iii

ii

a

i7

■g ' f-

S"I ' 1

;^l -1= !!;k-i

1 <^|

^

il?;l

End Axle Guard

Center Axle Guard.

^

iSlLJ^I""

=-^\%

U- -5-k„->K- -5^-

— f?;!.-^-

Equalizer Spring Cap.

r^J?;— 'i

Equalizer Spring Seat.

-61^— ->l

[o -o- -o = f.

End Piece Corner Plate.

1.

€> ■*' a

©- -©

3i

-13 — -i -K- 1 ll-'d I--H

7==c=( iT ^^

Swing PTanger Elliptic (Bolster) Swing Hanger

Carrier. Spring Cap. .-\xle Plates or Bearings.

"/is

Elliptic (Bolster)
Spring Seat.

Fig. 976 — Wooden and Cast Iron Details of Pullinun Standard Six-Wheel Truck No. 106 Shown in

Fig. 966.

Pig. 977

TRUCK DETAILS.

581

Transom Corner Plate.

I -'■'

Center Plate.

-3,'^H

Swing Hanger \'Vasher.s.

Axle Washer.

zJJi-

^'TlW'f

'T.

i.

Transom Tie
Rod Washer.

5|

T "^

— ^

-^-U

11

-

♦"/„ ^

■w.M

Axle Guard Truss

-*4K-

Kl I

Middle Transom.

If

- — i

Swing Hanger
Axles and Pin.

-Ffl-

Safety Guards for
Brake Connection Rods.

^^

i.l£

< J

I \ , ' -• I

AM

Bolster Chafing Friction Block.

Plate.

Transom Tie Rod.

Transom and End Piece Eye Bolt. Safety

Tie Rod. Guard or

Hanger.

Situ

\;ir±:^'^^'r,'oo

Brake Lever Fulcrum.

Balance Springs.

Brake Hanger
Carriers.

lirake Cduncction
Pins.

Release Springs.

W.I. Turp Jiu^kk. ',

Brake Connection Rods.

*'.'' iv.47;' !>:?
Swing Han.gers. Safety Chains.

Pig. 977 Cast and Wrought Iron Details of Pullman Standard Six-Wheel Truck No. 106 Shown in

Fig. 966.

582

TRUCK DETAILS.

Fig. 97S

i* J. +

^

-T-j-.^

1 \Pi 'Jj I Insldp riale , 'S <

~g i -J Outside Plate

j-^h^l ^ I ^ ±

e'l-df^;! —

'll_

. n

-^f — -+ ^

= i Inside Plate

H

Wheel Piece Plates.

-5 3>a-

Transom Plates.

t:

^i-BYi-

End Piece Plates.

3^k'2^"

Equalizer.

■9M-W

..^^ V..- Outside rlate

Bolster Plates.

Pedestal Strap.

Half Elevation. ""^^kHalf Section

^\^ at Center.

Commonwealth Cast Steel Truck Center Bolster.

Side Bearing Arch or Bridge.

Brake Levers.

Y-. — 1-13---^

Brake Beam Hangers.

-3'4'-—

Eulcrum Hanger Bar.

Fig. 978 — Wrought Iron and

Cast Steel Details of Pullman Standard Six-Wheel Truck No. 106 Shown
in Fig. 966.

Figs. 979-983

JOURNAL BOXES AND DETAILS.

583

Extended. Closed.

Fig. 979 — Security Dust Guard. Western Railway Equipment Company.

Fig. 980 — Climax Journal Box for Passenger Train Cars. National Malleable Castings Company.

Fig. 981 — Climax Journal Box Lid and Details.

Fig. 982— M. C. B. Standard Malleable Iron Lid for
3M in. by 7 in., 4J4 in. by 8 in., 5 in. by 9 in.
and 5^ in. by 10 in. size Journal Boxes.

Fig. 983 — Side Hinge Journal Box for Arch Bar
Trucks with 4j4 in. by 8 in., 5 in. by 9 in. and
53.-2 in. by 10 in. Journals.

National Malleable Castings Company.

584

JOURNAL BOXES AND DETAILS.

Figs. 984-990

Fig. 98'! — National Journal Box for x-\rch Bar Trucks
with 41-4 in. by 8 in., 5 in. by 9 in., SJ-j in. by
10 in. and 6 in. by 11 in. Journals.

Fig. 987 — National Equalizing Journal Bo.x AVedge
in Position in Box.

Fig. 989— National Journal I

-/.-

^— -¥~-->.

Iii-h'- - r v^vVl/i

5l!o

.^'- -^ 7

--J2

Fig. 985 — National Equalizing Journal Box Wedge
for 4^4 in- by 8 in. Journal.

5"-"-

Fig. 986 — National Equalizing Journal Box Wedge
for 5 in. by 9 in. Journal.

Fig. 988 — National Equalizing Journal Box Wedge
for 5;.2 in. by 10 in. Journal.

Fig. 990 — National Journal Box and Equalizing
Wedge.
National Malleable Castings Company.

Figs. 991-995

JOURNAL BOXES AND DETAILS.

585

Fig. 991 — rvIcCord Journal Box with Outside Dust
Guard.

Fig. 992— McCord Journal Bo.x for Arch Bar
Trucks.

Fig. 994 — McCord Journal Box for Arch Bar Trucks, in Closed Position.

McCord & Company.

Fig. 995— McCord Outside Dust Guard.

586

JOURNAL BOXES AND DETAILS.

Figs. 996-998

Hinge on Lid.

Hinge on Box.

Ready to Apply. Open Position After Application.

Eig. 996 — McCord Pinless Journal Box Lid.

Fig. 997— McCord Malleable Iron Pedestal Truck
Journal Box with Continuous Steel Inserts for
Protection of Pedestal Channels.

McCord & Company

Fig. 998 — McCord Journal Box with National
Equalizing Wedge.

Figs. 999-1005

JOURNAL BOXES AND DETAILS.

587

Fig. 999 — Randall Graphite Sheet Lubricant Applied
to Journal Bearing. Strong, Carlisle &
Hammond Company.

Fig. 1003 — A. B. C. Journal Bearing and Wedge.
A. B. C. Bearing Corporation.

Fig. 1004— Gould Journal Box with M. C. B. Lid.
This Box also Takes Gould Inset Lid.

Fig. 1000 — Virginia Journal Box Dust Guard.
Virginia Equipment Company.

Fig. 1001— A. B. C. Wedge Fitted to M. C.
Journal Bearing.

Fig. 1002 — Section Through A. B. C. Journal Bearing
and Wedge. ."X. B. C. Bearing Corporation.

Fig. 1005— Gould ^lalleable Iron Journal Box with
Inset Lid. This Box also Takes M. C. B. Lid.

Gould Coupler Company.

588

JOURNAL BOXES AND DETAILS.

Figs. 1005-1011

Fig. 1006 — Standard M. C. B. Journal Box with
Creco Lid, for 4J'4 in. by 8 in. Journals.

Chicago Railway Equipment Company

Fig. 1007 — Standard .M. C. B. Journal Bo.x with
Creco Lid, for 5 in. by 9 in. and S'.j in. by
10 in. Journals.

Sec/fon ^-/4 Half Secfion B-B.

Fig. 1008 — Kensington Steel Journal Bo.x with
Outside Lid Spring.

Secfion /l-/i. 1^-'^ ^Tf/on B-B.

Fig. 1009 — Kensington Steel Journal Bo.x with
Inside Lid Spring.

Union Spring &: }\Ianufacturing Company

Fig. 1010 — Kensington Steel Journal Box with Fig. 1011 — Kensington Steel Journal Box with

Outside Lid Spring. Inside Lid Spring.

Union Spring & Manufacturing Company.

Figs. 1012-1016

JOURNAL BOXES AND DETAILS.

589

Fig. 1012 — Symington Al. C. I'.. lM-ci,t;ht Car Journal Fig. 1013 — Symington AI. C. P.. Frciglit Car Journal

Box with Torsion Spring Lid. B.jx with Flat Spring Lid.

T. H. Symington Company.

Fig. 1014 — Symington Passenger Train Car Journal Eox with Pi\-ot
Lid and Central Spring Pressure.

T. 11. .S\'mington Company.

DUST GUARD

Fig. 1015 — Symington Journal Box Equipped with Fig. 1016 — Symington Flexible Journal Box Dust

Symington Flexible Dust Guard. Guard.

T. H. Symington Company.

590

JOURNAL BOXES AND DETAILS.

Figs. 1017-1020

r

Fig. 1017— Buffalo Journal Box for 5 in. by 9 in.
Journals. The Pratt & Letchworth Company.

Fig. 1018 — Journal Bo.x for 5^2 in. by 10 in. Journals
and Cast Steel Side Frames. Pittsburgh
Equipment Company.

V

h

Sectloti A' A

Front View Section C-C

Fig. 1019— Cast Steel Journal Box for 6 in. by 11 in. Journals of Baltimore & Ohio 70-Ton Capacity

Freight Car. Buckeye Steel Castings Company.

Fig. 1020— Davis Pressed Steel Journal Box Lid and Spring. Davis Solid Truss Brake Beam Company.

Figs. 1021-1023

JOURNAL BOXES AND DETAILS.

591

Fig. 1021 — Spiral Journal Bearing for 5 in. by 9 in. Journals. St. Louis Car Company.

Fig. 1022 — RoUvvay Journal Bearings Applied to Electric Alotor Truck. Railway Roller Bearing Company.

Fig. 1023 — Wheels Mounted on Non-Rotating Axle with Detachable Rollway Hubs and Roller Bearings.

Railway Roller Bearing Company.

592

JOURNAL BOX DETAILS AND CENTER BEARINGS. Figs. 1024-1028

Fig. 1024 — Wheel ^lounted on Xon-Rotating Axle with
Roller Bearings for Chesapeake & Ohio Car
Shown in Fig. 195. Federal Stora,ge Battery Car
Company.

Fig. 1026— Baltimore Ball Center Bearing. T. H.
Sj'mington Company.

Fig. 1025— Franklin Journal Box Lid for 5 in. by 9
in. and Syi in. by 10 in. Journals. Kirby
Equipment Company.

Fig. 1027— Rollway Center Plate with Cone Disc
Rollers. Railway Roller Bearing Company.

Fig. 1028— Hartman Ball Bearing Center Plate.
Joliet Railway Supply Company.

Figs. 1029-1037

CENTER AND SIDE BEARINGS.

593

Fig. 1029 — General Arrangement of 12 in. Roller Center Plate. Edwin S. Woods & Company.

Fig. 1030— Woods Center Plate Roller Showing
Development from a Cone.

Fig. 1031 — Roller Center PFate. Diameter of Roller
Circle, 12 in; Xumber of Rollers, 40; Diameter,
2^4 in.; Length, 3'4 in. Edwin S. Woods &
Compan}'.

Fig. 1032— Parts <A Single Roller Side Bearing for
Freight Cars. Edwin S. Woods & Company.

Fig. 1034 — Single Roller Side Hearing for Freigli
Cars. Edwin S. Woods & Company.

■_^j^--^pr|j|^iB»

■E^i^B

Fig. 1036— Double Roller Side Bearing. Edwm S.
Woods & Company.

Fig. 1033— Barber Roller Bearing Center Plate.
Standard Car Truck Company.

Fig. 1035 — Passenger Train Car Side Bearing.
Edwin S. Woods & Company.

Fig. 1037 — Passenger Train Car Side Bearing Show-
ing Roller and Springs. Edwin S. Woods &
Company.

594

SIDE BEARINGS.

Figs. 1038-1043

7- -AV

Fig. 1038 — Creco Roller Side Bearing for Freight
Cars.

Fig. 1039— Creco Roller Side Bearing No. 7A for
Six-Wheel Passenger Train Car Trucks.

r

t;?

Fig. 1040— Creco Roller Side Bearing Applied to Bearing Bridge of Six-Wheel Truck.

I - I >i^-^-^

Fig. 1041 — Creco Roller Side Bearing No. 4A for Four-Whecl Passenger Train Car Trucks.

Fig. 1042 — Creco Covered Roller Side Bearing.

Fig. 1043 — Creco Covered Roller Side Bearing
Applied to Bearing Bridge of Six-Wheel Truck.
Chicago Railway Equipment Company.

Figs. 1044-1051

SIDE BEARINGS.

595

Fig. 104'1 — Creco Covered Roller Side Bearing for
Freight Car Trucks.

Fig. 1046 — Gravity Side Bearing. W. H. Miner.

Fig. 1048 — Roel^cr Siilc Bearing ti i Summers Bal-
anced Side Bearing Truck. Summers Steel
Car Company.

Fig. 1045 — Creco Covered Roller Side Bearing for
Four-Wheel Passenger Train Car Trucks.

Fig. 1047 — Miner Roller Side Bearing for Freight
Car Trucks. W. H. Miner.

Fig. 1049 — Gravity Side Bearing Applied to Bearing
Bridge of Si-x-Whecl Passenger Train Car
Truck. W. H. Miner.

JMi

Fig. 1050 — Stucki Side Bearing for Freight Cars. Fig. 1051 — Stucki Side Bearing for Passenger Train Cars.

A. Stucki Company.

596

SIDE BEARINGS.

Figs. 1052-1056

Fig. 1054— Susemihl Side Bearing for Freight Car
Trucl<s. x\merican Steel Foundries.

Fig. 1052 — Lateral JMotion Device for Pedestal
Trucks. Standard Car Truck Company.

r r

Fig. 1055 — Susemihl Side Bearing with Top
Removed.

Fig. 1055 — Susemihl Side Bearing for Freight Car
Trucks, with Top Removed.

American Steel Foundries.

Figs. 1057-1062

SIDE BEARINGS.

597

Fig. 1057 — Parts of Susemilil Side Bearing

Fig. 1058— Susemihl SkJl IVarm? for Four-Wheel
Passenger Train Car Trucks.

Fig. 1059 — Susemilil Side Bearing for Six-Wheel Passenger Train Car Trucks.
American Steel k^oundries.

Fig. 1060 — Cardwell Rocker Side Bearing.

Fig. 1061 — Side Plate of Carrier for Cardwell
Rocker Side Bearing.

Fig. 1062 — Rocker Carrier and Rocker for Cardwell Rocker Side Bearing.
Cardwell Manufacturing Company.

598

SIDE BEARINGS.

Figs. 1063-1064

h Jit Q-ij tt-f/L i^r

Fig. 1063 — Perry Side Bearing for Passenger Train Cars. Joliet Railway Supply Company.

Fig. 1064 — Perry Pocket Side Bearing. Joliet Railway Supply Company.

Figs. 1065-1067

SIDE BEARINGS AND BOLSTERS.

599

Fig. 1065 — Perry Side Bearing for SO-Ton Capacity Freight Cars. Joliet Railway Supply Company.

Fig. 1066 — Joliet Single Roller Side Bearing. Joliet Railway Supply Company.

Fig. 1067 — Cast Steel Truck and Body Bolsters for Freight Cars. American Steel Foundries.
Note. — For Other Views of Body and Truck Bolsters Combined See Body Bolsters.

600

TRUCK BOLSTERS.

Figs. 1068-1072

■^ii^

Fig. 1068— Cast Steel Truck Bolster for Freight Cars. American Steel Foundries.

Fig. 1059— T-Shape Cast Steel Truck Bolster for Freight Cars. .American Steel Foundries.

Fig. 1070-Box Shape Cast Steel Truck Bolster for Freight Cars. .American Steel Foundries.

Fig. 1071-T-Shape Cast Steel Truck Bolster for 30 to SO-Ton Capacity Freight Cars. American Steel

foundries.

Fig. 1072— I-SIiape Cast Steel Truck Bolster

for 30 and 40-Ton Capacity Freight Cars. American Steel
Foundries.

Figs. 1073-1077

TRUCK BOLSTERS.

601

Fig. 1073— Simplex Truck Bolster for 40-Ton Capacity Freight Cars. Simplex Railway Appliance

Company.

Fig. 1074 — Bettendorf Truck Bolster and Spring Plank for Freight Cars. Bettendorf Axle Company.

Fig. 1075 — Empire Truck Bolster for Freight Cars. U. S. Metal & ilanufacturing Company.

f--i''>\

?v.=

1^^ /~\ ■■~\ ,~\ i—\

^

-(■-

"■"MJTjt

\'-i /I// avets i'jj/am.

'■--rj--^

.-^

-Qj

'W^i-9^M^9^-JdJ9iJk-Ji-_-S±

ir

^ J/ Q Q I Q) Q a Q

_flUiM,A,A=J3=J2=AA^J2_©J3__©J3.

Q1 a 3 Q Q Q 'J> O Q Q> © © © ©

Fig. 1076 — },lonitor Truck Bolster for 40-Ton Capacity Freight Cars. Chicago Railway Equipment

Company.

Fig. 1077 ^Monitor Truck Bolster with Creco Roller Side Bearings for Freight Cars. Chicago Railway

Equipment Company.

602

TRUCK BOLSTERS.

Figs. 1078-1080

W-~-l4f

Fig. 1078— Cast Steel Truck Bolster for Pennsylvania Railroad 70-Ton Capacity Freight Cars. Pittsburgh

Equipment Company.

-<jf s''----)f- -8--- ->|

f-i^f-'f—ei" '%

Note- Rivets § dhm. except as nofed.

Fig. 1079 — Bolster for Diamond Arch Bar Truclcs for 50-Ton Capacity Freight Cars. Cambria Steel

Company.

Fig. 1080 — Cast Steel Bolster and Bunk for 40-Ton Capacity Logging Truck. Seattle Car & Foundry

Company.

Figs. 1081-1084

TRUCK BOLSTERS.

603

Con-t-our of Center Bearing
Co/?-four o f /?o//er 8ear/nQ /

Fig. 1081 — Cast Steel Truck Bolster for Baltimore & Ohio 70-Ton Capacity Freiglit Cars. Buckeye

Steel Castings Company,

Fig. 1082 — Commonwealth Cast Steel Bolster for Six-Wheel Passenger Train Car Truck. Commonwealth

Steel Company.

Fig. 1083 — Gould Improved Z-Type Cast Steel Truck Bi.lster for Freight Cars. Gould Coupler Company.

Fig. 1084 — Compo Truck Bolster for Freight Cars. Pressed Steel Car Company.

604

TRUCK BOLSTERS AND FRAMES.

Figs. 1085-1088

Fig. 1085 — Bolster for Pennsylvania Railroad All-Steel Passenger Train Car Truck.

1 i7n

Fig. 1086 — Arch Bar Truck Side Frames. American Steel Foundr

Fig. 1087— Cast Steel Truck Side Frames, Assembled. Gould Coupler Com

pany.

Fig. 1088 — Andrews Cast Steel Freight Car Truck Side Frame for Use without Tie Bars. American

Steel Foundries.

Figs. 1089-1091

TRUCK FRAMES.

605

Fig. 1089— Andrews Cast Steel Freight Car Truck Side Frame for Use witli Sliort Tie Bars. American

Steel Foundries.

Plan of /le -t^or

Fig. 1090— Freight Car Truck Side Frame Built of Rolled Steel Members Riveted Together. .Murphy

F(|uipment Company,

Welded. Riveted.

Fig. 1091 — Rolled Steel Side Frames for Freight Car Trucks. Murphy Equipment Company.

606

TRUCK FRAMES.

Figs. 1092-1094

Shows Side Frome iVith Bolster
Guides /n Position.

Siions Side frame Ifitli Boisfer
Guides Out of Position, to Permit
Pemoving of Boisfer

Fig. 1092— Buhoup Cast Steel Freight Car Truck Side Frame with ^Movable Bolster Guides. McConway

& Torley Company.

Fig. 1093— Cast Steel Truck Side Frame for 50-Tou Capacity Freight Cars. Pittsburgh Equipment

Company.

Fig. 1094 — Bettendorf Cast Steel Side Frame for Freight Car Trucks. Bettendorf Axle Company.

Figs. 1095-1098

TRUCK FRAMES.

607

Half Too Plan.

Hal-f BoHom Plan.

Fig. 1095— Cast Steel Truck Side Frame for Baltimore & Ohio 70-Ton Capacity Freight Cars. Buckeye

Steel Castings Company.

Fig. 1096 — Commonwealth Cast Steel Center Frame for Four and Six-Wheel Passenger Train Car

Trucks. Commonwealth Steel Company.

Fig. 1097 — Commonwealth Cast Steel Center Frame Applied to Four-Wheel Truck,

Fig. 1098 Frame for Pennsylvania Railroad Al 1-Steel Four-Wheel Passenger Train Car Truck

608

SPRINGS AND SPRING SEATS.

Figs. 1099-1103

t-^^s^^-^

Y4%-

x:

.3ec//a/r afCo/TM/:

gff

^.i■

s

^'1?

-a^--
-//--

W<- — -^' *M~*" — /^^"^ — ^'

i'.

^

?«»j<— j

_»(-^^ <-jg^ii ■^sii- ^V->.

i

f¥

r+4

<^1

k/^41

Ma/fr^/=/a/7.

Fig. 1099— Details of Spring Caps and Seats for Barber Truck with Top Rollers. Standard Car Truck

Company.

Fig. 1100 — Cast Steel Combined Truck Column or P.olster Guide, Brake Hanger and Spring Seat.

/Vmerican Steel Foundries.

Fig. 1101 — Cast Steel Combined Column or Bolster Guides and Spring Seats for Arch Bar Trucks.

American Steel Foundries.

Fig. 1102— Single Coil Controller Spring. Fig. 1103— Double Coil Controller Spring.

Simplex Railway Appliance Company.

Figs. 1104-1114

SPRINGS AND PEDESTALS.

609

—

1 1 1 li

III

1 — L — \ ^_

— — ' ^ — —J a

Fig. 1104— Sextuple Elliptic Spring. Fig- 1105— Quintuple Elliptic Spring. Fig. 1106— Quadruple Elliptic Spring.

i;

1 1 1

1

1

1 1 1

1 U

ji

1 1 1

i i I

ii

k

III

1 1 1

ii

Fig. 1108— Triple Elliptic Spring. Fig. 1109— Double Elliptic Spring.

Fig. 1107 — Graduated Quadruple
Elliptic Spring.

Fig. 1110 — Spring Dampener for New York, Xew
Haven & Hartford Electric Motor Truck.

Fig. nil— Triple Elliptic Bolster Spring. Baldwin
Locomotive Works.

k->3|-->l<- 4- -^ i k-i-JJl

Fig. 1112— Pedestal of Six-Wheel Truck for Pitts-
burgh & Lake Erie 100-Ton Capacity Flat Car.

Fig. 1113 — McCord Spring Dampener. McCotd &
Company.

Fig. 1114 — Four-Coil Bolster Spring.

610

WHEELS.

Figs. 1115-1120

Fig. 1115 — Paige Plate Coach Wheel. Cast Iron
Spider with Steel Plates Secured by Bolts.

Fig. 1116 — Paige Spoke Coach Wheel. Cast Iron
Spoke Center with Tire Secured by Shrinkage,
Retaining Rings and Bolts.

Fig. 1117— Fused Coach Wheel. Cast Iron Plate
Center with Tire Secured by Welding.

Fig. 1118— Bolted Type Coach AVheel with Cast
Steel Plate Center.

Fig. 1119— National No. 2 Coach Wheel. Cast Iron
Double Plate Center, Having Internal Ribs,
with Tire Secured by Shrinkage and Gibson
Retaining Ring.

Fig. 1120— National No. 6 Coach Wheel. Wrought
Iron Disc Center with Tire Secured by
Shrinkage and Double Lip Retaining Rings.

Railway Steel-Spring Company.

Figs. 1121-1126

WHEELS.

611

Fig. 1121— National No. 6 Coach Wheel. Wrought
Iron Disc Center with Tire Secured by
Shrinkage and Mansell Retaining Rings.

Fig. 1122 — National No. 3 Coach Wheel. Cast Iron
Spoke Center with Tire Secured by Shrinkage
and Mansell Retaining Rings.

Fig. 1123 — National No. 4 Coach Wheel. Cast Iron
Double Plate Center, Having Internal Ribs,
with Tire Secured by Shrinkage and Mansell
Retaining Rings.

Fig. 1124— Allen No. 9 Coach Wheel. Cast Iron
Double Plate Center with Tire Secured by
Shrinkage and Mansell Retaining Rings.

Fig. 1125— Allen No. 11 Coach Wheel. Cast Iron
Double Plate Center, Having Internal Spokes,
with Tire Secured by Shrinkage, Bolts and
Mansell Retaining Rings.

Fig. 1126— Boies No. 2 Coach Wheel. Wrought Iron
Disc Center with Tire Secured by Shrinkage
and Integral Lock.

Railway Steel-Spring Company.

612

WHEELS.

Fig. 1127— Cast Iron Plate Center with Tir"e Held
by Shrinkage and Bolts.

Fig. 1129— Cast Iron Plate Center with Tire Pleld
by Shrinkage, Double Lip Retaining Rings
and Rivets.

Fig. 1131— Cast Iron Plate Center with Tire Held
by Shrinkage, ]\Iansell Retaining Rin,gs and
Rivets. p

Fig. 1128— Cast Steel Plate Center with Tire Held
bv Shrinka,ge and Bolts.

Fig. 1130 — Cast Steel Plate Center with Tire Held
by Shrinkage, Double Lip Retaining Rings
and Rivets.

Fig. 1132— Cast Steel Plate Center with Tire Held
by Shrinkage, ?>Iansell Retaining Rings and
Ri\ets. p 1

Fig. 1133— Cast Iron Plate Center with Tire Held Fig. 1134— Cast Steel Plate Center with Tire Held

by Shrinkage, i\Iansell Retaining Rings and by Shrinkage, JMansell Retaining Rings and

Bolts. Bolts.

Standard Steel Works Company.

Figs. 1135-1142

WHEELS.

613

Fig. 1135 — Cast Iron Plate Center with Tire Held
bv Shrinkage and Gibson Retaining Ring.

Fig. 1136— Cast Steel Plate Center with Tire Held
by Shrinkage and Gibson Retaining Ring.

Fig. 1137 — Cast Iron Plate Center with Tire Held

by Shrinkage and Shoulder.

Fig. 1138— Cast Steel Plate Center with Tire Held
by Shrinkage and Shoulder.

Standard Steel Works Company,

<*1lWi rVUtHMf/i

-9iD.

Fig. 1140— Rolled Steel Wheel, Diameter 33 in.
j\Iidvale Steel Company.

Fig. 1139— Solid Rolled Steel Wheel. Standard
Steel Works Company.

Fig. 1141— Davis Cast Steel Wheel. Weight of 33
in., 600 lbs.; 36 in., 675 lbs. American Steel

Fig. 1142— Solid Forged and Rolled Steel Freight
Car Wheel. Carnegie Steel Company.

614

WHEELS.

Figs. 1143-1149

Fig. 1143 — F. C. S. Wheel for Freight and Passena;er Service.

Griffin Wheel Company.

Fig. 1144— F. C. S. Wheel for
Street and I n t e r ii r b a n
Service.

Fig. 1145— F. C. S. Wheel for Street and Interurban
Service. Griffin Wheel Company.

Fig. 1146— Steel Spoke Wheel. Lobdell Car Wheel
Company.

Fig. 1147 — Schoen Steel Wheel. Carnegie Steel Company.

Fig. 1148— Single Plate Chilled Cast Iron Wheel. Fig. 1149— Double Plate Chilled Cast Iron Wheel

Lobdell Car Wheel Company.

Figs. 1150-1154

WHEELS AND BRAKE BEAMS.

615

Fig. 1150— No. 3 Kriipp Wheel. Cast Fig. 1151— Xo. 14 Krupp Wheel. Fig. 1152— No. 1 Krupp Wheel.

Iron Spoke Center with Tire Forged Steel Disc Center with Forged Steel Disc Center with

Secured by Wrought Iron Retaining Tire Secured by Bute Fasten- Tire Secured by Wrought Iron

Rings. ing. Retaining Rings,

Thomas Prosser & Son.

Fig. 1153— .M. C. B. Standard Cast Iron Wheel for 50-Ton Capacity Freight Cars. Weight, 725 lbs.
.■\ssociation of Manufacturers of Chilled Car Wheels.

Fig. 1154 — Vulcan Brake Beam for High Speed Four-Whee! Trucks. Simplex Railway .Appliance

Company.

616

BRAKE BEAMS.

Figs. 1155-1158

COLLAR B.B.490

1/2 X 5 SPRING COTTER

Fig. 1156 — Hercules Brake Beam for Four-Wheel Passenger Train Car Trucks. Simplex Railway

Appliance Company.

Fig. 1157 — Acme Brake Beam for Short "Wheel Base Frei.ght Car Trucks. Simplex Railway Appliance

Company.

Fig. 1158 — Vulcan Cast Steel Brake Beam for Bligh Speed Six-AVheel Trucks. Simplex Railway Appliance

Company.

Figs. 1159-1163

BRAKE BEAMS.

617

Fig. 1160 Acme Brake Beam for Short Wheel Base Freight Car Trucks. Simplex Railway- Appliance

Company.

Fig. 1161— Ajax Brake Beam for J-Ieavy Freight Service. Simplex Railway .-Vppliance Company.

Fig. 1162— Hercules Brake Beam for Passenger Train Car Trucks. Simplex Railway Appliance

Companj'.

Fig. 1163— Acme Brake Beam for Freight Car Trucks. Simplex Railway Appliance Company.

618

BRAKE BEAMS.

Figs. 1164-1167

-5jf-*-2?J^ ^MALL. IRON FUlCnUH ^,l!^"cAMBER

UT LOCK STYLE c

Fig. 1164— Ajax Brake Beam for Heavy Freight Service. Simplex Railway Appliance Company.

Fig. 1165 — Buffalo Truss Brake Beam No. 1. Buffalo Brake Beam Company.

1

Fig. 1166 — Buffalo Truss Brake Beam No. 3. Buffalo Brake Beam Company.

Fig. 1167— Vanderbilt Special Brake Beam for J-Jeavy Freight and Passenger Service. Buffalo Brake

Beam Company.

Figs. 1168-1171

BRAKE BEAMS.

619

Fig. 1168 — Buffalo Passenger Truss Brake Beam No. 5, with Adjustable Heads. Buffalo Brake Beam

Company.

Fig. 1170 — Buffalo Special Brake Beam. Buffalo Brake Beam Company.

Fig. 1171 — Huntoon Passenger Brake Beam, Showing Automatic Adjustable Heads. Joliet Railway

Supply Company.

620

BRAKE BEAMS.

Figs. 1172-1174

1^$3

Fig. 1172 — Huntoon Brake Beam for the Pennsylvania Railroad. Joliet Railway-
Supply Company.

Fig. 1173 — End Construction of Mu.ntoon Brake Bear

OUTSIDE B£AMS

ST/flyrr^^'r/A/S/DE BEAM

3i-' >\ Fig. 1174— Huntoon All-Steel Brake B^nm xvith Adiu.stable Heads for High Soeed

Service. Joliet R; .

Figs. 1175-1180

BRAKE BEAMS.

621

Fig. ll7S_Huntoon Brake B

-jeam witli Ik'ads Detached. Jolie: Railway Supply Company.

Fig. 1176— Davis Solid Truss High Speed Brake
Beam Xo. 4 with F Adjustable Head Loop
Hanger. Da\-is Solid Truss Brake Beam
Compan3^

Fig. 1177— Davis Solid Truss High Speed Brake
Beam No. 4 with D Adjustable Head, Single
Link Hanger.

Fig. 1178— Detail of Davis Brake Beam Section.

wmmmmmmm

aaf

Fig. 1179— :\lethod of Alanufacture of Davis Solid Truss Brake Bea

Fig. 1180— Davis Solid Truss Brake Beam Xo. 3, for SO-Ton Capacity Freiglit Cars.
Davis Solid Truss Brake Beam Company.

622

BRAKE BEAMS.

Figs. 1181-1184

Fig. 1181 — Standard I-Beam Brake Beam with Drop Forged Fulcr

Fig. 1182— Standard Deck Beam Brake Beam with Malleable Iron Fulcr

Fig. 1183— Standard Deck I'.cam P.rake Beam with Drop I'orged Fulcrum.

Fig. Il84-Spec,al Combination Deck and I-Bcam Section Brake Beam w,th Drop Forged Fulcrum.

Pennsylvania Brake Beam Company.

Figs. 1185-1188

BRAKE BEAMS.

623

Fig. 1185 — Special Combination Deck and I-Beam Section Brake Beam for Heavy Freight Service.

Pennsylvania Brake Beam Company.

Fig. 1186 — Trussed Brake Beam. Pennsylvania Brake Beam Company.

Fig. 1187 — Pressed Steel Brake Beam. Pressed Steel Car Company.

Fig. 1188 — Pressed Steel Double Truss Brake Beam. Pressed Steel Car Company.

624

BRAKE BEAMS.

Figs. 1189-1191

-3«i

-£4-2:

-^i-

::^8-

SECTION ON CENTER LINE
thro' Clamp i fvlcftum

— FOF?aED CLIP Foff SAFETY CUAINS-

Fig. 1189 — Waycott Freight Brake Beam. Damascus Brake Beam Companj'.

Fig. 1191— Waycott Brake B

earn with Rigid Heads for High Speed Foiir-Wheel Trucks. Damascus
Brake Beam Company.

Figs. 1192-1194

BRAKE BEAMS.

625

COM&INftTlON BRAKE. HEAD

FOR
INSIDE. 4 OUTSIDE. HANGING

Fig. 1192 — Damascus Brake Beam for Inside or Outside Hanging. Damascus Brake Beam Company.

-iii

IC

---

-"'rtl

'f)

1

it}

- HEAD N? I20-A- -HEAD Nl° lll-A- —SLEEVE

WITH LOCK NUT

- LOCK BLOCK-

_ -RELEASE 5FRIN6 CLIPS —

Fig. 1193 — Waycott Special Brake Beam with Adjustable Heads for High Speed Six-Wheel Trucks.

Damascus Brake Beam Cc

Fig. 1194 — Creco Standard Freight Brake Beam. Chicago Railway Equipment Company.

626

BRAKE BEAMS.

Figs. 1195-1198

5LEEVE-i;4l

5TRUT-I^4^

ON CENTER BEAM

RELEASE SPRING CLIP-lg56 KEY-I£37

Fig. 1195— P C Creco Triple Brake Beam for Heavy Service with Six-Wheel Trucks.

SLEEVE-i;4I . , HEAD-I5II

-I5i -^

5TRUT-ie53RH-ie54LH

HEAD-I5II

Fig. 1196— P C Creco Brake Beam for Heavy Service with P'our-Wheel Trucks.

SLEEVE-1566 HEAD-1538

Fig. 1197— Creco Triple Brake Beam for High Speed Six-Wheel Trucks.

Fig. 1198— P C Creco Triple Brake Beam.
Chicago Railway Equipment Company.

Figs. 1199-1202

BRAKE BEAMS.

627

SLEEVE-I56S n ^.nMPKF.SSION MEWBER-

Fig. 1199 — Creco Double Brake Beam tDr Four-Wheel Passenger Trucks.

HEAD~S97-R 298-L

HEAD-ieaa-R igRJt-i

HANG5 l-^"OM 33'WHFFI

HANGS lA ON 33" WHEEL

Fig. 1200 — E L Creco Brake Beam for Use with Westiughouse Empty and Load Brake for Heavy Freight

Service.

^69l!r^70■L ^a3R-^8at■ a93R~294L 1209-B-lglCH- IM9fldS52k I295-R-Ie96-L

HANaS Iil> HflWQS 13^ HANQ3 13^' HANGS 13' MANG3I3 '' HANGS 13"

HANGINGS OF HEADS SHOWN ON 33'WHEEL.

Fig. 1201 — Creco Brake Beam for Heavy P'reight Service.

, .._^_Q' SAIEIYLCLIP CTR5 .1

A

B

•^

E

267 268

9"

5"

i

\i

If

271 272

"i

5i

'1'

i!

ef

1211 1212

7l

ei

f

If

1251 1252

6(i

7ri'

iV

1281 I2B2

a t

54

l

ij"

IE97ie;98

8ii

5ff

—

-♦

Fig. 1202 — Creco Brake Beam with Reversible Strut for General Freight Service.
Chicago Railway Equipment Company.

628

BRAKE BEAMS.

Figs. 1203-1207

\PATT NO 1 yi^

8

C

D

1^73 ZBO 1 Si

4i

1»_

^J

m-

\

rf.^t^-'-

IS05R-I206L

I2I3R'I2I4.L

HANG5 rjj'

?,^JT,'J°-J A ; B

c

D

E

285 '286 1 7i ) 5J

i i 1 ,^

1^

1203,1204' 64 eX

127511276! 6,1 ~ ' |

0 1

HANGINGS OF HEAD5 SHOWN ON 33 WHEEL

Fig. 1203— Creco Freight Brake Beam for :M. C. B. No. 1 and No. 2 Capacities.

Fig. 1201 — Creco Duplex Strut tor Braise Beam;..

SLED/E-1540

Fig. 1205 — Diamond Special Triple Brake Beam for High Speed Six-\\'heel Trucks.

3LEEVE-I540

HEAD 1511

Fig. 1206 — Diamond Special Double Brake Beam for High Speed Four-Wheel Trucks.

SLEEVE225 STRUT g27 HEADI59

Fig. 1207 — Diamond Adjustable Brake Beam for Heavy Freight Service.
Chicago Railway Equipment Comnanv.

Figs. 1208-1213

BRAKE BEAMS.

629

HEAD-I067R-I068-L H^ AD-I047R-I04

hANu5ia"0N 33"WHE£L HANG3 l4Ji>M 3J'wHE.E:

HEAD-|0g5R IOe6L HEAD I03S-R-[0.34l

HANGS I3'0H 33 WHEIEL MAMGti I 3' ON ja WMgEu

Fig. 1208— Drexel Freight Brake Beam for M. C. B. No. 2 Capacity.

HEAD5-IOe7R-10e8L
HAriGS(3"ON 33' WHEEL

Fig. 1209— Drexel Freight Brake Beam with Riveted Strut for M. C. B. No. 1 Capacity.

Fig. 1210 — Drexel Brake Beam for Heavj' Freight Ser\ice.

Fig. 1211 — Sterlingworth Freight Brake Beam.

Fig. 1212 — Diamond Special Brake Beam for High Speed Six-AVheel Trucks.

Fig. 1213— National Hollow Brake Beam for Six-Wheel Trucks.
Chicago Railway Ecpiipment Company.

630

BRAKE BEAMS.

Figs. 1214-1218

Fig. 1214— Drcxel Lirakc Beam with Keyed Strut for Special Freight Service.

Fig. 1215 — Reliance Freight Brake Beam.

3-7

3' 3i' —

a

-3,1-1

LtFT HAND-

,^

f RIVET

sa^-

.^M^rss-^.

Jl

^

?^/''

^^^^,^^=^i*

^3

iJ

HEAD 5-809
HANGS l4g'0N 33'WHEEL i t^ r a- r- r-

HANGS I £; ON a a WHEEL Fig- 1216 — Sterlingu-orth Brake Beam for Aarrow Gage Lars

»-'3J(,^

1% — T—

■\W

F J n"

-6J4- - -

m

;c3?:i

-;!(, rin

-^

F'li'ti ot Bmke Slioi-s at Cuiiter

s

L.

J2i-

(Q?P'' — FLuyc'i' OuaiLl

W^

SalL-13' Hanger-^,_- 'j

1

e

jrt

Fig. 1217— Xincty-Six Freight Brake Bea

Fig. 1218 — Kewanee Brake Beam.
Chicago Railway Equipment Company.

Figs. 1219-1222

BRAKE BEAMS.

631

THIS BEAM MADE WITH
5-9i", lEi', l4i-» 17 ■ SECTIONS.
6-iei; SECTION S.

RIGHT HANy

,A^"

-iHiyET

mB

JL

LnJ

RT\

^

FOR IMSIDE HUNG.

Fig. 1219— Monarch Solid Brake Beam.
-5'-j4

FOR OUTSIDE HUNG.

Fig. 1220 — Sterlingworth Compressed End Freigi;t Brake Beam.

- 5-04

IRIVET

-6-iaA I-BEAM

MADE IN STRAIGHT AND

COMPRESSED END5.

< ©':?--}

^

"1 PATT N 0

--L Q-8- R.H

PATT NO. R-e -L H

Q-l R H

R-l L.H.

T>

Fig. 1221 — Monarch Solid Compressed End Brake Beam.

Fig. 1222— National Hollow 2;4 in. Brake Beam with Rigid Heads for Bleavy Freight Service.

Chicago Railway Equipment Company.

632

BRAKE HEADS, ETC.

Figs. 1223-1228

Fig. 1223 — Adjiistable Brake Heads for Vulcan and Hercules Brake Beams. Simplex Railway Appliance

Company.

Fig. 1224 — Brake Heads for Ajax Brake Beams. Simplex Railway Appliance Company.

Fig. 1225 — Brake Heads for Acme Brake Beams. Simplex Railway Appliance Company

Fig. 1226 — Adjust-
able Brake Head. Fig. 1227— Sclf-Adjusting Head and Sleeve for Fig. 1228— Sliding Chair for Creco
Buffalo Brake Creco Freight Brake Beam. Chicago Rail- Third Point Support Chica^^o
Beam Company. way Equipment Company. Railway Equipment Cor

Dmpany.

Figs. 1229-1232

BRAKE GEAR.

533

Fig. 1229 — Creco Standard Automatic Adjustable Brake Heads. Chicago Railway Equipment Company.

d/i' /// ,// K 6'4"Frome Centers.

Fig. 1230 — Brake Arrangement for New York Central & Hudson River Freight Car Truck.

Fig. 1231 — Inside Hung Creco Brake Beams Applied to Rigid Diamond Freight Car Truck. Chicago

Railway Equipment Company.

Fig. 1232— Creco Sliding Third Point Support and Safety Device Applied to Rigid Diamond Freight Car

Truck. Chicago Railway Equipment Company.

634

BRAKE GEAR.

Figs. 1233-1239

Fig. 1233 — Harriman Lines Arrangement of Brake Rigging for Triple Brakes on Six-Wheel Passenger
Train Car Trncks. Chicago Railway Equipment Company.

Fig. 1234 — Pullman Standard Arrangement of Brake Rigging for All-Steel Six-Wheel Passenger Train
Car Trucks. Chicago Railway Equipment Companj^.

Fig. 1235 — Arrangement of Brake Rigging on Six-Wheel Truck with Wa^■cott Special Brake Beams.

Damascus Brake Beam Company.

Fig. 1236 — Arrangement of Brake Rigging for Clasp Brake of New York, W'estchester & Boston Suburban

Car Shown in Eig. 189.

fvr^-

^T

v~ -: ;

Tl^^

y. 7^V/

^nMP

Fig. 1238 — IMalleahle Iron Brake Lever Strut.

/"

3

Fig. 1237— ^lalleable Iron Brake Levers. Fig. 1239— :\Ialleable Iron Brake Cylinder Push Rod.

National Malleable Castings Company.

Figs. 1240-1252

BRAKE GEAR.

635

Fig. 1240— Three-Hole Malleable Iron Brake Jaw.
(Patented.)

Fig. 1241— One-Hole ^lalleable Iron Brake Jaw.
(Patented.)

Fig. 1242 — National Safety Brake Lever.
(Patented.)

Fig. 1243 — National Safety Brake Lever and
Application. (Patented.)

Fig. 1244 — Malleable Iron Dead Lever Guide. (Patented.)

National jMalleable Castings Company.

Fig. 1245- Two-Hole Malleable Iron
Brake Jaw. (Patented.)

Fig. 1246 — Western One-Hole Brake Jaw.

Fig. 1247— One-Hole :\Ialleable Iron Brake Jaw.

Fig. 1248 — Western TIirec-Holc Brake Jaw.

Fig. 1249 — Two-Hole Malleable Iron Brake Jaw.

Fig. 1250— AVcstern Dead Le\-er Guide.

'^2^

Fig. 1251— Western Bottom Connecting Rod with
Center of Extra Heavy Pipe.

Fig. 1252— Three-Hole Malleable Iron Brake Jaw.
Western Railway Equipment Company.

636

BRAKE GEAR AND BRAKE SHOES.

Figs. 1253-1259

i<-|->t<-//9--'i'l-H

-fe'--y2

D »p

J

^

ecfion C-

D.

V

i (1

l'^H--_----l

gf)

f?-:--— -f- 1

^^3^ Fronf E/ei'afhn . Rear Ele^afion.

Fig. 1253 — Creco Brake Jaw. Chicago Railway
Equipment Company.

Fig. 1254 — ^Malleable Iron Brake Levers. Dayton
Malleable Iron Company.

Fig. 1255 — One and Two-Piece Forged Brake Beam
Fulcrums. Buffalo Brake Beam Company.

Fig. 1256— Wheel Truing Brake Shoe. Wheel
Truing Brake Shoe Company.

Fig. 1257 — Wheel Truing Brake Shoe. American
Abrasive ^Metals Company.

Section X-y^. SectionY-y

Fig. 1258— New York Central & Hudson River
Freight Brake Shoe.

Fig. 1259— Davis Solid Steel Brake Shoe Back.
Davis Solid Truss Brake Beam Company.

Pigs. 1260-1261

BRAKE SHOES.

637

Showing Reinforcing Steel Back
and Lug.

Broken Brake Shoe Held by Steel
Back.

Brake Shoe Worn to Steel Back.

Plain

Special Chilled

Congdon

Streeter

Diamond S

Type.

Type.

Type.

Type.

Type.

Fig. 1260— Special Reinforced Unflanged Brake Shoes. American Brake Shoe & Foundry Company.

Reinforcing Steel Back and Steel Lug for Full, Open and Center Flange Brake Shoes.

Diamond S Type with Ful
Flange.

Diamond S Type with Open
Flange.

Special Chilled Type with Center
Flange.

Special Chilled Type. Streeter Type.

Tig. 1261— Special Reinforced Flanged Brake Shoes. American Brake Shoe & Foundry Company.

638

AIR BRAKES; Westinghouse.

Figs. 1262-1264

Ttro^

;i:^^i— — .^.■--: —

^H

■-[, b-^-

Vt

■--.

-:piwsmim^

'"^ ,i.

Fig. 1262 — Westinghouse Air Brake and Train Air Signal Apparatus Applied to a Passenger Train Car.

riF^ESLRVOIFl 1;

L

Ci«s=sf'

Fig. 1263 — Diagram of Westinghouse Old Standard Quick Action Air Brake Apparatus for Passenger

Train Cars.

ro/rs ^^^.'£

Fig. 1264 — L N Passenger Brake Equipment.

Westinghouse Air Brake Company.

Note. — The Westinghouse Air Brake Equipment Shown in Figs. 1262-1312 is for Use on Trains
Where Steam is the JMotive Power. The Equipment Shown in Figs. 1313-1345 is for Use on Electrically-
Propelled Trains.

Figs. 1265-1267

AIR BRAKES; Westinghouse.

639

Fig. 1265 — P C Passenger Brake Equipment with Cylinders Pointing in Opposite Directions

cc^rtroL /iti-£

Fig. 1266 — P C Passenger Brake Equipment with Cylinders Pointing in tlie Same Direction.

iE3ri

Fig. 1267 — Westinghouse Air Brake Applied to a Freight Car.
Westinghouse Air Brake Company.

640

AIR BRAKES; Westinghouse.

Figs. 1268-1272

Escutcheon

'•. n -^ ' D ^ Hand Brake Roa

\ Pperafmg Roc/ / ^^^ PullRod

.Locking Rod ^^ ' ' ..

Angle Cock

Operoi-ingLefe,
Uofe-This Connection Js to be
Used Only When If is Imposs-
ible to Connect Rocker Arm
Directly to Operating lever

Dirt Collector/ fahe. i Drain Cock

Triple Valve. Four Compound Reservoir

Fig. 1268 — Empty and Load Freight Brake Equipment.

AUXILIARY'
ff£S£PWO/ff

CUT OUT COC/C
Fig. 1269 — Arrangement of High Speed Brake Under Passenger Train Car.

Fig. 1270— Main Reservoir.

Fig. 1271 — Arrangement of Train Air Signal on
Passenger Train Car.

^AF£TV VALV£ rO/? £Xr/?A CAPS iVHCU T£MPORARILV
ATTACHrD TO l^/GH 5P££I) BffAH£ TRAINS AND
I^OT PROVIDED V^ITH FfCDUCING VALV£.

MICH SPCCH BRAK£ TTEDUCmS VALV£
Al>JUSt£D TO RETAIN 60 LBS PR£SSUR£
IN THE BPAKE CYLINDER.

BRAKE cniNDER

At/XIIIARY RESERVOi/f

Fig. 1272 — Diagram of Apparatus for High Speed
Brake on Passenger Train Car.

Westinghouse Air Brake Company.

Figs. 1273-1275

AIR BRAKES; Westinghouse.

641

6 7 35 2 3 4 5 24 23

TO AUXILIARY
TO AoxruAW RESEHVOm
flEaEfrroiR .

Fig. 1273— Quick Action Triple Valve, Tj-pe P-2,

TO BBAKC CYLI

Fig. 1274 — Standard Quick Action, Quick Service,
Uniform Release, Uniform Recharge Freight
Triple Valve, Type K-1.

Parts of Type P-2 Triple Valve, Fig. 1273.

Check f'a/i'i?
Strainer

1 in. Union Nnt
1 in. Union Siuiz'cl
Cylinder Caf
Gradnating Stem Nnt
Graduating Stem
Graduating Spring
Cylinder Cap Gasl;et
Cylinder Cap Bolt and

Nut
Cap Screzv
1 in. Union Gasket
Eniergcney J'alve Nnt
Emergeney Piston Ring

Parts of Type K-1 Triple Valve, Fig. 1274.

2

Body

15

3

^ tide Valve

lb

4

Main Piston

17

.S

Main Piston Ring

18

6

Slide Valve Spring

19

7

Graduating Valve

20

8

Emergeney Piston

21

9

Emergency Valve Seat

22

10

Emergency J'alve

23

11

Rubber Seat

24

12

Cheek Valve Spring

13

Check Valve Case.

2S

Complete

27

14

Check 1 'alve Case

28

Gasket

30

Parts of Type L Triple
Valve, Fig. 1275.

2 Body

3 Slide I 'alve

4 Main Piston

5 Alain Piston. Ring

6 Slide Valve Spring

7 Graduating Valve

8 Emergency Piston

9 Emergeney J'alve Seat

10 Emergency Valve

11 Rubber Seat for Emer-

gency Valve

12 Check P'alve Spring

13 Check Valve Case,

Complete

14 Check J^alve Case

Gasket

15 Cheek Valve

15 Emergency J'alve Nut

17 Graduating Valve

Spring

18 Cylinder Cap

19 Graduating Spring

Nut

20 Graduating Sleeve

21 Graduating Spring

22
23

24

10
11
12
13

14

15
16

Body, Complete 17

Slide J'alve 18

Main Piston 19

Main Piston Ring 20

Slide J'alve Spring 21

Graduating J'alve 22

Emergency Piston 23
Emergeney J'alve Seat 24
Emergency J'alve

Rubber Seat 25

Check J'ak'e Spring 27

Check Valve Case, 28

Complete 29

Check J'alve Case 31

Gasket 33

Check J'alve 35
Strainer

1 in. Union Nut
1 in. Union Swivel
Cylinder Cap
Graduating Stem Nut
Graduating Stem
Graduating Spring
Cylinder Cap Gasket
Cylinder Cap Bolt and

'Nut
Cap Screzv
1 in. Union Gasket
Emergency J^alve Nut
Retarding Device Body
Retarding Stem
Retarding Spring
Graduating I 'alve
Spring

BRAKE CTl-

1275 — Passenger Triple Valve, Type L.

Cylinder Cap Gasket 25

Cylinder Cap Bolt and 26

'Nut 27

Cheek Valve Case Bolt 29

and Nut 30

By-Pass Piston 31 By-Pass P

By-Pass Piston Ring 32 Strainer

B'v-Pass I 'alve 33 E-7 Safety

By-Pass Valve Spring 34 End Caf
By-Pass J'alz'c Cap

iston Cap
J'alve

Westinghouse Air Brake Company.

642

AIR BRAKES; Westinghouse.

Fig. 1276

Parts of No. 3-E Control Valve
Fig. 1276.

2 Equalizing Body, Complete

3 Release Piston

4 Release Slide Valve

5 Release Slide Valve Spring

6 Release Graduating Valve

7 Release Gradiialing Valve

Spring

8 Release Piston Cap Nut for

Equalizing Portion

9 Release Piston Ring

10 Release Cylinder Cap

11 Release Cylinder Cap Gasket

12 Cap Scrciv

13 Release Piston Graduating

Sleeve

14 Release Piston Graduating

Spring

15 Release Piston Graduatins; Nut

16 Cheek Valve

17 Check Valve Cap Nut

18 Release Regulating Cap

19 Stud and Nut for Release

Regulating Cap

20 Equalizing Piston

21 Equalizing Piston Ring (Large)

22 Equalizing Slide Valve

23 Equalizing Slide Valve Spring

24 Equalizing Graduating Valve

25 Equalizing Graduating Valve

Spring

26 Large Equalizing Cylinder Cap

27 Large Equalizing Cylinder Cap

Gasket

28 Cap Screw

29 Equalizing Piston Stop Sleeve

30 Lozcer Equalizing Piston Stop

Spring

31 Equalizing Graduating Nut

32 Equalizing Piston Ring (Small)

33 Small Equalizing Cylinder Cap

34 Gasket for Small Equalizing

Cylinder Cap

35 Cap Screw

36 Cap Nut for Small Equalizing

Cylinder Cap

37 Small Equalizing Piston Bush

38 Service Reservoir Chargimi

Valve

39 1 //;. Charging I 'aire Piston

Ring

40 l;4 in. Charging Valve Piston

Ring

41 Charging Valve Seat

42 Charging Valve Washer

43 Internal Charging Valve Nut

44 External Charging I'alve Nut

45 Gasket for Release Regulating

Cap

46 Upper Equalizing Piston Stop

Spring

75 Application Body

76 Piston Stcni

77 Piston Ring (Small)

78 Piston Plead

79 Piston Seal

80
81
82
83

84
85
86
87
88
89
90
91
92
93
94
95
96
97

107
108
109
110
111
112
113
114
We

67 eo D2 137 93

Release Portion. Application Portion.

33 30 3a 37 44

Equalizing Portion.

Emergency and Quick Action Portions.

Fig. 1276— No. 3-E Control Valve.

Piston Ring (Large) 115

Piston Follower 116

Piston Packin.g Leather 117

Piston Packing Leather 118

Expander 119

Piston Nut 130

Piston Cotter ■ 131

Exhaust -J'alvc 132

Exhaust Valve Spring 133

Application Valve 134

Application Valve Spring 135

Application Piston Bolt 136

Spring Box 137

Piston Spring Sleeve 138

Piston Spring 139

Graduating Ahit 140
Application Valve Cover
Application I'alve Cover Gasket .141

Cap Screw for Application 142

Valve Cover 143

Emergency Body 153

Piston 154

Piston Ring 155

Slide Ffl/zr 155

Slide J'alve Spring 157

Sm.all Cylinder Cap 158

Large Cylinder Cap 159

Small Cylinder Cap Gasket 160
stinghouse Air Brake Company.

Large Cylinder Cap Gasket

Piston Spring

Cap Screw

Oval Fillister Head Cap Screw

Emergency Piston Bush

Quick Action Body

Piston

Piston. Ring

Quick Action I 'alz'c

Quick Action Valve Seat

Quick Action I'alve N'ut

Quick Action Valve Spring

Quick Action Valve Cap Nut

Quick Action Valve Cover

Quick Action Closing J'alve

Quick Action Closing Valve

Spring
Cover Cap Nut
Cover Gasket
Cap Screz^' for Cover
Reserz'oir
Cap Nut

Stud zvith Hexagon Nut
Stud zi'ith Hexagon Nut
Emergency Cylinder Gasket
Quick Action Cylinder Gasket
Large Reservoir Gasket
Equalizing Cylinder Gasket

Pigs. 1277-1281

AIR BRAKES; Westinghouse.

643

Service

Pressure Exceeding 60 Lbs.

in BraliLe Cylinder

Fig. 1277 — High Speed Reducing Valve, Ser\-ice
Position.

Fig. 1278 — High Speed Reducing Valve, Emergency
Position.

Ex
Exliaust 20

Release
Fig. 1280 — High Speed Reducing Valve, Rele
Position.

Parts of High Speed Reducing
Valve, Figs. 1277-1281.

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

Body

Spring Box
Piston
Piston Ring
Piston Stem
Piston Stem Nut
Slide Valve
Slide Valve Spring
Cap Nut

Regulating Spring
Regulating Nut
Cheek Nut
Union Stud
Union Szvivel
Uniou Nut
Air Strainer
Union Gasket
Bolt and Nut
Piston Seat
Piston Dise
Spring Abutment
Cotter

14 iu. Street Elbow
34 in. Pipe Plug

^'Tlj)e TaE?C * To Brake OyOnOe?
Fig. 1279— Vertical Section Through High Speed Fig. 1281— Horizontal Section Through High

Reducing Valve. Reducing Valve,

""'■jstinghouse Air Brake Company.

Speed

644

AIR BRAKES; Westinghouse.

Figs. 1282-1285

Fig. 1282 — Pressure Retaining Valve for 12 in.,
in. and 16 in. Brake Cylinders.

14

Parts of Retaining Valve,
Fig. 1282.

2 Body 6 Cock Key

3 Case 7 Cock Cap
Key Spring

Fig. 1283 — High and Low Pressure Retaining Valve_

U'eviht
Handle

A3

IS

rW^T--— i

14

iO

II

V

Fig. 1284 — Pressure Retaining Valve for Vestibule
Cars with 12 in., 14 in. and 16 in. Cjdinders.

Parts of Retaining Valve, Fig. 1284.

Bod\' 9

Case 10

U'ei'iht 11

Handle 12

Cock Kev 13

Cock Cap 14
Key Spring

^riPE PLUG

Parts

of Retaining Valve,

Fig. 1283.

3

2

Bodv

7

3

Case

4

Inside J! 'eight

5

Handle

2

6

Cock Kev

7

Cock Cap

5

8

Kev Spring

6

9

Weight Lifting Rod

10

Outside U'eiglif

Extension Socket
li.rlension Socket Cotter
E.rteiisioii Socket Sleere
Extension Socket Sleeve Pin
Handle Plate
Handle Pin

Parts of Type E-6 Safety Valve,
Fig. 1285.

2 Body 5

3 Cap Nut 6

4 J-al-ce 7

Fig. 1285-

E-6 S
Valve.

- Type
a f e t y

J'alve Stem

Spring ISO lbs. to 90 lbs.)

Regulating Xut

SEAT FOR L-3
TRIPLE VAL/E

SEAT FOR L-l-E
TRIPLE VALVE

SEAT FOR L-2-A
TRIPLE VALVE

BRAKE PIPE

^ OR j PIPE EXHAUST

Cylinder Body
Piston and Rod
Non-Pressure Plead
Pressure Head
Crosshead
Cylinder Casket

Fig. 1286— Type X Passenger Brake Cylinder.
Parts of Type N Brake Cylinder, Fig. 1286.

8 Pollozuer

Packing Leather

Packing Expander

Follower Stud and Ahit

Release Spring

Cylinder Head Bolt and Nut

Westinghouse Air Brake Company.

9
10
11
12
13

14 Triple Valve Bolt and Nut

15 Triple J'alve Gasket

16 Triple ]'alve Stud and Nut

17 Lever Bracket

18 Lever Bracket Bolt and Nuts

19 Crosshead Rivet

Figs. 1287-1291

AIR BRAKES; Westinghouse.

645

■mJii'«

JZMni L\ u I) UNI u 11 u 11 II P.1 ^ cr

»VW7TT

Fig. 1287— Brake Cylinder, 12 in. by 8 in., with Slack .-Vdjuster.

Fig. 1288 — Brake Cylinder, 12 in. by 8 in., and Auxiliary Reservoir Coniljined, with Standard Triple Valve.

10 I

Fig. 1289 — Section Through 12 in. by 8 in. Brake Cjdinder and Auxiliarj' Reservoir Combined.

Parts of Brake Cylinder, Fig. 1289.

2 Cylinder Body

3 Piston and Rod

5 Follower Stud and Nut

6 Follower

7 Packing Leather

8 Packing Expander

9 Release Spring
10 Reservoir

12 Reservoir Stud and Nnt

13 Reservoir Cylinder Bolt and Nut

14 Cylinder Gasket

15 End Cover Gasket ' .

16 Reservoir End Cover

17 Detachable Bracket

18 Defachal-ile Bracket, Bolt and Nut

Fig. 1290 — Passenger Brake Cylinder, 10 in. Fig. 1291 — Passenger Brake Cylinder, 12 in. by 8 in.

Westinghouse Air Brake Company.

646

AIR BRAKES; Westinghouse.

Figs. 1292-1298

JiOlfiLi roJt^aoa:

Fig. 1292— Freight Brake Cylinder with De-
tached Auxiliary Reservoir and Triple
Valve.

Fig. 1293 — Freight Brake Cylinder, 8 in. by 12 in., with
Detached Auxiliary Reservoir.

2 Cylinder Body

3 Piston and Rod

4 Non-Pressure Head

5 Follower-Stud and Nut

Parts of Brake Cylinder, Fig. 1292.

Follower 10 Cylinder Gasket

Packing Leather 11 Cylinder-Head Bolt and

8 Packing Expander

9 Release Spring

11

Nut
12 Pressure Head

13 Type D Reservoir

14 Drain Plug

15 Triple Valve Gasket

16 Reservoir-Stud and Nut

Fig. 1294— Freight Brake Cylinder, 8 in
Auxiliary Reservoir Combine

Parts of Load Brake Cylinder, Fig. 1297.

2 Cylinder Body

3 Piston and Rod

4 Non-Pressure Head

5 Follower-Stud and Nut

6 Follower

7 Packing Leather

8 Packing Expander

9 Release Spring

10 Cylinder Gasket

11 Cylinder-Plead Bolt and Nut
18 Pressure Head

25 Push Rod

26 Push Rod Pin

27 Push Rod Pin Cotter

28 Latch Box

29 .Tted and Nut

30 Latch Box Cover

31 Laic/i Bo.r Ca/J Nut

32 I.(3<c/!

33 La?c/j Pin

34 Latch Pin Cotter

35 Release Pin

36 Spring Guide

37 Z.a?t-/j Spring
40 34 f;;. 6ji 1,4 jH. Reducing Bush

Parts of Brake Cylinder, Fig. 1298.

by 12 in., and Fig. 1295 — Freight Brake Cylinder, 8 in. by 12 in., with
d. Auxiliary Reservoir Detached.

I'PIPE TO
' LOAD CYLINDER JPIPE PLUG LOaO RESERVOIR TAKE UP RESERVOIR IpiPE TO RELEASE VALVE

f PIPE TO 15 12 13 39 38
RETAINING VALVE

I OAD nFRpn-'o

PIPE PLUG
AUXILIARY RESERVOIR

itvL' nFspn-'nip auxiliahy HLbtHvuiH

Fig. 1296 — Empty Brake Cylinder, 10 in. by 12 in., and Four-Compart-
ment Reservoir Combined.

2a 34 33 37 36 31

2 Cylinder Body

3 Piston and Rod

4 Non-Pressure Head

5 Follower-Stud and Nut

6 Follower

7 Packing Leather

8 Packing Expander

9 Release Spring

10 Cylinder Gasket

11 C'ylinder-FJead Bolt and Nut

12 Reservoir Stud and Nut

13 Reserz'oir

■>"PIPE PLUG /pipe 40 tl' d 18 io a V ^6 3 2 9 4 11

Fig. 1297— Load Brake Cylinder, 10 in. by 12 in., with Notched Push
Rod and Enclosed Locking Mechanism, for Empty and Load
Freight Brake Equipment.

IS
17

Triple Valve Gasket

Reser-voir Cylinder Bolt and Nut

13 5 17 10 6 8 7 3 2 9

Fig. 1298—8 in. by 12 in. Freight Brake Cylinder and Auxiliary
Reservoir Combined.
Westinghouse Air Brake Company.

Figs. 1299-1312

AIR BRAKES; Westinghouse.

647

JplPET-*!--

Fig. 1299— Type C-3 Conductor's
Valve.

Fig. 1301— Self-Locking Angle Cock.

Fig. 1303— One Inch Brake Pipe Air
Strainer.

Fig. 1305 — Res-
ervoir Drain
Cock, V2 in.

Parts of Conductor's Valve,
Fig. 1299.

2 Body

3 Key

4 Caf

5 Key Spring

6 Key Stop

7 A't'_v Escutcheon

8 Handle

9 Key Nut

10 Bolt and Nut

11 Filler Block

Parts of Angle Cock, Fig. 1301.

2 Body

3 Key

4 Cap

5 Spring

6 Handle

7 Handle Socket

9 114 "'■ by 1 (". Bushing

Parts of Strainer, Fig. 1303.

2 Strainer Body

3 1 i'». Union Szvivel

4 1 i». Union Nut

5 1 i». Union Gasket

6 Strainer

7 Bushing

Fig. 1306— Freight Hose
Coupling.

Fig. 1300— One Inch Cut-Out Cock.

Parts of Cut-Out Cock, Fig. 1300.

2 Body

3 A'(?ji

4 Ca/)

5 Spring

6 Handle

Fig. 1302— Centri-
fugal Dirt Col-
lector.

Parts of Centrifugal Dirt Collector,
Fig. 1302.

2 Body

3 Deflector and Special Plug

Fig. 1304— Branch Pipe Tee.

Fig. 1307— Threaded

Hose Nipple.

Parts of Drain Cock, Fig. 1305.

Body

Key

Cap

Spring

Handle

Fig. 1308 — Passenger Hose
Coupling.

Fig. 1309 — Dummy Hose
Coupling.

Fig. 1310-Hose Protecting Coupling. Fig. 1311-Brake Hose and Coupling

Westinghouse Air Brake Company.

Fig. 1312— Hose
Clamp.

648

AIR BRAKES; Westinghouse.

Figs. 1313-1314

Fig. 1313 — Diagram of Westinghouse Air Brake Equipment, Schedule S^IE. Straight Air Brake "with
an Automatic Emergency Feature for Single Car Service. Under Some Conditions it 'Slay be
Used for Two-Car Trains, Consisting of Alotor Car and Trailer, Where the ^lotor Car Operates
Singly Most of the Time.

Fig. 1314— Diagram of Westinghouse Air Brake Equipment, Schedule Combined Automatic
Straight Air, for Electric Trains. Plain Automatic Brake with Graduated Release on
with Provision for Straight Air Application and Release in Single Car Service. The
Train Should Not Exceed Five Cars.

AMM and
Each Car,
Length of

Westinghouse Air Brake Co

mpany.

Figs. 1315-1316

AIR BRAKES; Westinghouse.

649

li'Ou'^i. .•'•' a.^c .^^■,-,~»e^

Fig. 1315 — Diagram of AVestinghoiise rVir Brake Equipment, Schedule AilCE, for Electric Trams.
Consists of a Combination of a Pneumatic Service and Emergency llrake with an Electric Control
of Both Service and Emergency Operations of the Brakes. For Trains of Any Length.

Fig.

1316— Diagram of Westinghouse y\ir Brake Equipment, Schedule AMLE, for Electric Trains.
Consists of a Combination of a Pneumatic Service and Emergency Brake with an Electric Control
of Both Service and Emergency Operations of the Brakes. For Trains of Any Length.

Westinghouse Air Brake Company.

650

AIR BRAKES; Westinghouse.

Figs. 1317-1319

Fig. 1317 — Diagram of Westinghouse Air Brake Equipment, Schedule AML, for Electric Trains. Quick
Action, Automatic Brake with Graduated Release, Quick Service and Quick Recharge Features
on Every Car with the Addition of Straight Air Release on Head Car; Also Reduction Limiting
Features. For Trains of Any Length.

Fig. 1318 — Wiring Diagram of Westinghouse Governor Synchronizing System; Battery Circuit.

DUMMY COUPUNG

\
HOST AND
COUPLING -^

"- RECEPTACLE

CONNECTORS

•^RECEPTACLE SrNCHBONlZiNG WIRE lECEPTACLE-^

Fig. 1319— W^iring Diagram of Westinghouse Governor Synchronizing System; Trolley Circuit.

Westinghouse Air Brake Company.

Figs. 1320-1322

AIR BRAKES; Westinghouse.

651

curouTcocff

cur OUT COCK.

TRAILER CAP

Fig. 1320 — Diagram of Train Air Signal for Electric Car Trains.

Fig. 1321— Compressor Portion of Motor Driven Air
Compressor for Electric Cars.

as 55 58 11 59 59 10 2

lO 6 3 43 44 45 39

Fig. 1322 — Motor Portion of Motor Drix'cn Air
Compressor for Electric Cars.

2 Cylinder and Crank Case

3 Cylinder Cover

4, 5 and 6 Cylinder Cover Boll

and Nut
7 Front Crank Case Cover

Parts of Compressor, Fig. 1321.

8 Front Crank Case Cover Cap

Scrciv

9 Gear Case

10 Gear Case Sliid and Nut

11 Gear Case Cover

12 Gear Case Cover Foil and Nut

13 Long Cap Serein' for Gear

Case and Motor

14 Short Cap Screw for Gear

Case and Motor

Westingliouse Air Brake Company.

652

AIR BRAKES; Westinghouse.

Parts of Compressor, Fig. 1321. (Continued.)

15 Bolt for Gear Case and iMolor 29

16 Gear Case Co'ecr Cap 30

17 Cap Sereze for Gear Case 31

Cover Cap 32

19 Crank Case Top Cover 33

20 Short Cap Sereze for Crank 34

Case Top Cover 35

21 Loiti^ Cap Sereio for Crank 36

Case Top Cover 37

22 Crank Case Oil Fitting 38

23 Lap Sereio for Securing Com- 39

pressor to Bed Plate 40

24 Crank Shaft 41

25 Crank Sliaft Key 42

26 Crank Sliaft Nut 43

27 Crank Sliaft Jam Nut 49

28 Gear

Conneeting Kod
Connecting Rod Cap
Connecting Rod Eye Bolt
Nut for Eye Bolt
Jam Nut for Eye Bolt
Cotter for Eye Bolt
Connecting Rod fhisli
ll'rist J'in loith Dozoel
ll'rist J'ln Set Screw
Piston
Piston Ring
Inlet Calve

Inlet I'alve Chamber Cap
Discharge Cal'c'c
Discliarge Valve Chamber
Cylinder Cover Gasket

Cap

Front Crank Case Cover Gasket
Gear Case and Crank Case

Gasket
Gear Case Cover Gasket
Gear Case Cover Cap Gasket
Crank Case Top Cover Gasket
Motor Gasket
Bed Plate
83 and 84 Cap Screw for Securing

Motor to Bed Plate
Washer for Eye Bolt
1^4 in. by Qj^ "'. Pipe for Vent

of Crank C ase Cover
Pinion

Shaft Bearing Bush (Front End)
Shaft Bearing Bush (Rear End)

50
51

52
53
54
55
82

93
97

98

99

100

2

Field Yoke

24

3

End Bell

25

4

Front Bearing Flousing

26

5

Rear Bearing Housing

27

6

Armature

7

Field Pole

28

8

Cap Screzo for Pole Piece

9

Field Coil

29

10

Field Coil IVasher

30

11

Insulating Bush for Leads

31

12

Cominutator Door

32

13

Commutator Door Latch

33

14

Stud and A'ut for Securing

34

End Bell

35

15

^Irmatnre Coil Support

36

17

Oil Fitting Elbozo Cap Nut

37

18

Front Bearing Housing Dust
Plate

38

19

Screzo for Dust Plate

39

20

Front Bearing Housing Head-

40

less Screzv

41

21

Cap Screzv for Front Bearing

42

Housing

43

22

Front Bearing

44

23

Cleat for Front Bearing

45

Parts of Motor, Fig. 1322.

Cleat Screzv 46

Front Bearing Oil T<ing 47

Nut for Rear Bearing Housing 49

Rear Bearing Jlousi'ng Head- 50

less Screzv 51

Cap Screzv for Rear Bearing 52

Housing 53

Rear Bearing 54

Cleat for Rear Bearing 55

Rear Bearing Oil Ring 56

Rocker Arm 57
Rocker Arm Set Screzv

Set Screzv Jam Nut 58

Upper Carbon Floldcr 59

Lozver Carbon Holder 60

Carbon Holder Cap Screzv 61

Washer for Carbon Llolder 62

Screzv 63

Double Nut for Carbon Holder 64

Screzv for Carbon Flolder Lead 65

Carbon Llolder Spring 66

Carbon 67

Insulating ICasher, Fibre 92
Insulating Washer. Fullerboard

Insulating JJ'asher. Mica 105

Insulating Tube for Rocker Arm

Armature Coil

Nut for Removing Pinion

Motor Shaft Jam Nut

Key for Pinion

Key for Commutator

Commutator

Commutator Bushing

Commutator Nut

Set Screzv for Commutator Nut

Insulating Bush for Com-
mutators

Inner Insulating J' Ring

OiCcr Insulating J' Ring

Taper Ring lor Commutator

Washer for Commutator Nut

Screzv for Cleat

Nut Lock for Cleat

Cleat for Holding Lead

Connector for Lead

Carbon Holder Lead

Dust Plate Gasket

Hinge Pin for Commutator
Door

Oil Deflector

Parts of Type ME-23 Brake Valve, Fig. 1324.

2 Rotary Valve Seat

3 Body

4 Type B Pipe Bracket

5 Rotary J'alve

6 Rotary Valve Key

7 Rotary Valve Spring

8 Key Washer

9 Oil Screzv

10 Malleable Iron Llandle

18 Fillister Head Screzv

19 Upper Gasket

20 Lozver Gasket

21 Square Head Bolt and Nut

22 Oil Pluz

23

Holding Stud

58

24

Holding Nut

33

Cover

59

34

Thumb Nut

60

35

Eye Bolt

88

50

Bottom Case

90

51

Equalizing Piston

and J'alve

91

52

Piston Ring

92

53

Equali::ing Piston

Valve

93

54

Cap Nut

94

55

Piston JVasher

95

56

EqnaU:;ing Piston

Spring

96

57

Middle Gasket

105

Tee for Gage and Equali::ing

Reserz'oir Pipes
Union Nut
Union Szvivel
Blanking Flange Gasket
Blanking Flange Cap Screzv
Blanking Flange
Pazvl

Pazvl Spring
Cap Nut
Quadrant
Feather Key
Cottered Rivet Pin

Westinghouse Air Brake Companj'.

Figs. 1323-1324

AIR BRAKES; Westinghouse.

653

34 33 76 97 100 102 101 98,99 96 BEOUCTiON LIMITING ACS

Fig. 1323 — Motorman's Automatic Bralce Valve,
Type M-19-C.

Fig. 1324 — Motorman's Electro-Pneumatic Brake
Valve, Type ME-23.

Parts of Type M-19-C Brake Valve, Fig. 1323.

2

Valve Seat

16

Handle Guard

39

Flush Nut

3

Body

17

Handle Guard Screw

50

Bottom Case

4

Type A Pipe

and Feed Valve

18

Fillister Head Screw

51

Equalising Piston and Valve

Bracket

19

Upper Gasket

52

Piston Ring

5

Rotary Valve

20

Lower Gasket

53

Fqualizing Piston Valve

6

Rotary Valve

Key

21

Bolt and Nut

54

Cap Nul

7

Rotary Valve

Spring

22

Oil Plug

55

Piston Washer

8

Key Washer

23

Holding Stud

56

Equalising Piston Spring

9

Oil Screw

24

Holding Nut

57

hitcrmediate Gaskets

10

Handle

25

Feed Valve Stud and

Nut

58

1 cc for Gage and Equalising

11

Latch

26

Feed I 'alve Gasket

Resen'oir Pipes

12

Latch Spring

27

C-6 Feed Valve

59

Union Nut

13

Handle Grip

36

Automatic Valve

60

Union Swivel

14

Grip Screw

37

Automatic Valve Pad

ing Ring

15

Latch Screiv

38

Automatic Valve Spring

Westinghouse Air Brake Company,

654

AIR BRAKES; Westinghouse.

Figs. 1325-1327

Fig. 1325 — ^ilotorman's Automatic Brake Valve,
Type M-22.

Parts of Type M-22 Brake Valve, Fig. 1325.

2

3

4

5

6

7

8

9

10

11

12

13

Valve Seal 14

Body 15
Type B Pipe Bracket 16

Rotary Valve _ 17

Rotary Valve Key 18

Rotary Valve Spring 19

Key Washer 20

Oil Serew 21

Handle 22

Latch 23

Lu/f/i Spring 24
Handle Grip

Grip Sereiv
Latch Scrc'cc
Handle Guard
Llandle Guard Serezu
Fillister Head Semv
Upper Gasket
Loieer Gasket
Bolt and Nut
Oil Ping
Lloldiiii^ Stud
Holdin- Nut

FROM BRAKE PIPE

Fig. 1326— Motorman's Straight Air Brake Valve,
Type SQ.

Parts of Type SQ Brake Valve, Fig. 1326.

2

3

4

5

6

7

8

9

10

11

12

13

14

15

Valve Seat

Body

Air Gage. Single Pointer

Gai;c Screw

Handle

Handle Socket

Handle Latch

llandle Latch Spring

Socket Latch

Socket Latch Spring

hidex Plate

Index Plate Screzv

Oil PInr;

Slide I'alvc Spindle

16

Slide Valve

JJ'ashei

17

Pinion

18

Slide I'alve

S prills:

19

Slide Valve

V'earin

20

Slide I'alve

21

Rear Guide

22

Rear Guide

Screzv

23

Front Guide

24

Front Guide

Screzv

25

Valve Seat

Gasket

26

Cap Serezu

27

Union Szviz

el

28

Union AUit

29

Union Gask

et

Plate

Parts of Type SY Brake Valve, Fig, 1327.

Fig. 1327— ilr.(rirnian'> Straight
Brake Vah'c, Type SY.

Air

2

J'alvc Seat

14

J'alz'c and Rack Guide zinth

3

Bodv

Dozvels

4

Handle

15

Fillister Head Screzv

5

Handle Latch

16

Rack zvitli Dozvel

6

Handle Latch Screzv

17

Rack Plate

7

Llandle Latch Spring

18

Fillister Head Screzv

8

Shaft

19

Oil Plug

9

Washer for Shaft

20

Bolt and Nut

10

Pinion

21

Union Nut

11

Slide I'ahre Spring

22

Union Swiz'cl Ring

12

Slide I alzr Spring Tip

23

Union Gasket

13

Slide J'alvc and Rack

24

Gasket

tin

ghousc Air Brake Company.

Figs. 1328-1330

AIR BRAKES; Westinghouse.

655

I PIPE

EXHAUST

Parts of Type SX-2 Brake Valve, Fig. 1328.

Fig. 1328 — jMotornian's Straight Air
Brake Valve, Type SX-2.

32 J4 33

Fig. 1330 — Electric Compressor Gov-
ernor, Type G-l-A.

2

Rotary J'alve Seat

13

3

Bodv

14

4

Pipe Bracket

15

5

Rotary Valve

16

6

Rotarv Valve Key

17

7

Rotary Valve Key Spring

18

8

Rotarv 1 'alve Key Washer

19

9

Oil Scmi'

20

10

Handle

21

11

Latch

12

Latch Spring

22

Handle Grip

Handle Grip Screw

Handle Latch Scrciv

Handle Guard

R(nind Head Machine Screw

Fillister Llead Screw

Upper Gasket

Lower Gasket

Yf, in. by 5 in. Hexagon Head

Bolt and Nut
Oil Plug

CONTROL pipe:

2

3

4

5

6

7

8

12

15

19

20

21

22

23

24

35

37

38

39

40

41

43

45

47

51

52

S3

54

^^

QUICK ACTION
PORTION

INTERCEPTING
VALVE PORTION

57 43 41 ' ' 75 76 45 77

HIGH PRESSURE PORTION

Fig. 1329— Type L-2-G Triple Valve.

Parts of Type L-2

Body

Main Slide I' alve
Main Piston
Main Piston Ring
Main Slide Valve Spring
Graduating Valve
Emergency Piston
Check Valve Spring
Check Valve
Main Cylinder Cap
Graduating Spring Nut
Graduating Stem-
Graduating Spring (Large)
Main Cylinder Cap Gasket
Cap Screw

Graduating Valve Spring
Emergency Piston Ring (Lar
Graduating Sleeve
By-Pass Piston
By-Pass Piston Ring
By-Pass Slide Valve
By-Pass Slide Valve Spring
Bv-Pass Cover (Small)
End Cap

Emergency Piston Ring (Sm
Emergency Piston Spring
Check J^alve Seat
Check Valve Nut

■ G Triple Valve, Fig. 1329.

55 Check Valve Cap Nut

56 Gradnating Spring (Small)

57 Emergency Piston Cover

58 Emei-gcncy Piston Cover

Gasket

59 Transfer Piston Valve

60 Transfer PistO]i J'alve Seat

61 Transfer Piston J'alve Nut

62 Steel Cotter

63 Transfer Piston J'alve Cap Nut

64 Transfer Piston J-'alve Spring

65 Transfer Piston, l^alve Bush

(Small)

66 Transfer Piston J'alve Cap Nut

and Sfring Guide

67 Relief J'alve Bodv

68 Relief J'alve Bush

69 Relief Valve Gasket

70 Piston Relief J'alve

71 Piston Relief J'alve Seal

72 Piston Relief J'alve Sfring

73 Piston Relief J'alve Cap Nut

74 Cap Screzv

75 By-Pass Piston Bush (Small)

76 By-Pass Piston Cover Gasket
^(Sniain

77 and 78 Cap Screic

S^")

all)

Westinghouse Air Brake Company.

656

AIR BRAKES; Westinghouse.

Fig. 1331

Parts of Compressor Governor, Fig. 1330.

2

Base

18

3

Cylinder

19

4

Piston

20

5

Piston Packing

21

6

Piston Follozucr

22

7

Packing Leatlier Expander

23

8

Piston Rod

9

Piston Nnt

24

10

Arniatnre

25

11

Piston Rod Gnide

26

12

Set Screw

27

13

Regulating Spring

28

14

Spring Yoke

29

15

Adjusting Bolt

30

16

Magnet Core

31

17

Magnet Coil

Pill for Armature

Circuit Closei- Insulator

a re nit Closer

Circuit Closer Insulator

IVasher

Fillister Head Screw with

Drilled Plead
Insulating Bush
Lock for Screw
Shield Cushion
Arc Shield

Insulation for Fixed Contact
Fixed Contact
Controller Clip
Contact Scrciv Insulator

32 Insnlatiug ll'asher

33 Bushing

34 Contact Screze

35 Tip for Circnit Closer

36 Button Head Screzo

37 Latch

38 Spring for Latch

39 Lead

40 IVasher

41 Connector for Lead

42 Round Head Screze

43 Cover

44 Latch Plate

45 Insulating Bush

46 Fillister Head Screw

Parts of Type M-2-A Triple Valve,
Fig. 1331.

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

Body
Slide
Main
Main
Slide

Valve

Piston

Piston Ring

Valve Spring
Graduating Valve
Graduating Valve Spring
Check J'alve

Rubber Seat for Check i'alve
Check Valve Spring
Check Valve Cap
By-Pass Piston
By-Pass Piston Ring
By-Pass Piston Cap
By-Pass Valve

Rubber Seat for By-Pass Valve
By-Pass Valve Cap
By-Pass Valve Spring
Cylinder Cap
Graduating Spring Nut
Graduating Spring

TO BRAKE Cn...

Fig. 1331— Type :\I-2-A Triple Valve.

23
24

Graduating Slccz
Bolt and Nnt

25
26

Cylinder Cap Gasket
End Cap

^s

Parts of Type S-5 Compressor Governor, Fig. 1332.

Parts of Type A-1 Compressor Svi^itch, Fig. 1333.

2 Frame 42

3 Gnide Pin 43

4 Finger Board Insula- 44

tion 45

5 Finger

6 Adjusting Screiu lam 46

Nut

7 Finger Adjusting 47

Screzo 48

8 Finger Base 50

9 Screzv for Securing

Finger to Finger 107
Base

10 Finger Clamp 301

11 Finger Board Screzv 302

12 Szviteh Cozier 303

13 Eye Bolt Thumb Nut 304

14 Cover Eye Bolt 305

15 Eye Bolt Rivet 306

16 Switch Piston and 307

Rod 310

17 Piston Spring 311

18 Piston Spring Seat 312

19 Piston Seal 314

20 Szviteh Piston Ring 315

36 Piston Rod Cotter 317

37 Piston Rod Nnt 318

38 Piston Rod Brass

Washer 319

39 and 40 Piston. Rod

Fibre Washers 320
41 Square Fibre Brush

Contact Screzv
Szviteh Spider
Szviteh Spider Contact
Piston Rod Fibre

Washer
Piston Rod Brass

Washer
Lead Screw
Finger Board
Porcelain Bush for

Leads
Tee Plead Bolt and

Nut
Gasket
I'alz'c Case
Cut-in. J'alve Cap
Cut-out Valve
Cut-in Valve
Cut-in I'alve Spring
Extension Piece
Cut-out Valz'e Spriirg
Cut-in Regulating Nut
lani Nut

Cut-out Regulating Nnt
Spiing Stein
Cut-out Valve Cap
Cut-in J'alve Seat

Retainer
Cut-in J'alve Leather

JJ-'asher
Cut-in J^alve JVasher

2 Frame

3 Gnide Pin

4 Finger Board Insula-

tion

5 Finger

6 Adjusting Screzv lam

Nut

7 Finger Ad instiiig

Screzv

8 Finger Base

9 Sciezv for Securing

Finger to I'ingci'
Base

10 Finger Clanif

11 Finger Board Screzv

12 Szviteh Cover

13 E\e Bolt Thumb Nut

14 Cozrr Eve Bolt

15 Eye Bolt Rivet

16 Szviteh Piston and

Rod

17 Piston Spring for

Pressure Ahoz'c 40
lbs.

18 Piston Spring Scat

19 Piston Seal

20 Szviteh Piston Ring

21 Piston JVasher

23 Piston JVasher Screzv

36 Piston Rod Cotter

37 Piston Rod Nnt

38 Piston Rod Brass

JJ'asher

39 and 40 Piston Rod

Fibre JJ'asher

41 Square Fibre Bush

42 Contact Screzv

43 Szviteli Spider

44 Switch Spider Contact

45 Piston Rod Fibre

JJ'asher

46 Piston Rod Brass

JJ'asher

47 Lead Screzv

48 Finger Board

50 Porcelain Bush for
Leads

52 Frame Gasket
107 Tee Head Bolt with
Nut for Securing
Switch to Pneu-
matic Portion

501 Body

502 Cover

503 Cap

504 Armature

505 Armature Stem

506 Magnet Core

507 Core Pole

508 Magnet Coil

510 Button Head Cap
Screw

Westinghouse Air Brake Company.

Figs. 1332-1333

AIR BRAKES; Westinghouse.

657

Parts of Type A-1 Compressor Switch,
Fig. 1333. (Continued.)

511

Insulator

515

Supply J'alve

512

Brass Washer

516

Supply Valve Spring

513

Contact Screw

517

Supply Valve Seat

514

Exhaust I'ali'e

518

Cap Nut

Weight, 35 lbs.

Fig. 1332 — Electric Compressor Governor, Type S-6.

Fig. 1333 — Electro-riieiimatic Compressor Switch,
Type A-1.

2

i' rainc

28

3

Guide Pin

4

Fiiii:ei- Board Insulation

36

5

Finger

37

6

Adjusling Scrc'a' fain Nut

38

7

Finger Ad lusting Screw

39

8

Finger Base

9

Screw for Securing Finger to

41

Finger Base

42

10

Fiuger Clamp

43

11

Finger Board Screzv

44

12

Sivitcli Cover

45

13

Eye Bolt Tluinil Nut

46

14

Cover live Bolt

47

15

Eye Boll Rivet

48

16

Switch Piston and Rod

50

17

Piston Spring

52

18

Piston Spring Seat

53

19

Piston Seat

54

20

Switch Piston Ping

21

Piston ll'ashcr

55

23

Piston Washer Scrdc

56

24

Large Ring for Double Piston

57

25

Double Piston ivitli Rings

58

26

Regulating Valve Cap

59

27

Regulating Valve Spring

60

Parts of Compressor Governor, Type J, Fig. 1335.

Regulating I'alve for Cutting

Out
Piston Rod Cotter
Piston Rod Nut
Piston Rod Brass Washer
39 and 40 Pisto.n Rod Fibre

Washer
Square Fibre Bush
Contact Screw
Sivitch Spider
Switch Spider Contact
Piston Rod Fibre Washer
Piston Rod Brass Washer
Lead Screw
Finger Board
PorccUun Bush for Leads
Frame Cash'ct
I 'alve Case
Cylinder Plead and Diaphragm

Cover
Cylinder Gasket
Small Ring for Double Piston
Piston Bush
Diaphragm Cap Nut
Diaphragm Ring
Diaphragm

Westinghouse Air Brake Company.

61

J liapliragm Spindle

62

Regulating Spring

63

Fiegulating Nut

64

Regulating Cheek Nut

65

Regulating J'alve for Cutting In

66

Regulattng Vali'c Spring

67

Diaphragm Spindle

68

Regulating Nut

69

Regulating Chech Nut

70

Regulating Spring

71

Lhaplii'agm

72

l^laph ragm Ring

73

Diaphragm Cap Nut

74

CYlinder Casket

75

Cylindei- Plead and Diaphragm

Cover
Slide Valve

76

77

Slide I'alve Spring

78

Pipe Plug

80

Short Cap Sereze for Cylinder

Head

81

Long Cap Scrc-tO for Cylinder

Plead

07

Tee-Head Bolt with Nut for

Securing Sw'itch to Control-

ling Mechanism

658

AIR BRAKES; Westinghouse.

Figs. 1334-1337

Parts of Type E-6 Safety Valve,
Fig. 1334.

2 Body

3 Cap Nut

4 Valve

5 I'alve Stem

6 Spring (50 lbs. to 90 lbs.)

7 Re"iilatiiis' Nut

Parts of Application and Release
Magnets, Fig. 1336.

501 Pipe Bracket

502 Magnet Bracliet Bodv

503 Cap Nut and Valve Stop

504 Cylinder Supply Valve

505 Seat for Cylinder Supplv Valve

506 Cap Nut with CJioke

507 Magnet Bracket Gasket

508 Spring flS lbs. Differential)

509 Pipe Bracket Gasket

510 Tee-Head Bolt and Nut

526
527
528
529
530
531

540
541
542
543
544
545

Parts Common to Application
and Release Magnets.

511 Magnet Cap

512 Top Cover

513 Leather Gasket

514 Cotter

515 Plunger

516 Special Washer

517 Terminal Insulator

518 Terminal

519 Brass Washer

520 Nut

521 and 522 Rubber Gasket

523 L^arf Washer

524 Magnet Valve Spring

525 Magnet Valve Cap

Parts of Type R Brake Cylinder,
Fig. 1337.

2 Cylinder Body

3 Piston and Rod

4 Non-Pressure Plead

5 Pressure Head

6 Follower

7 Packing Leather

8 Packing Expander

9 Release Spring

10 Follozver-Sliid and Nut

11 Pressure-Head Bolt and Nut

12 Non-Pressure-Head Bolt and Nut

13 Cylinder Gasket

14 P»j-/i "i?0(i 7U(V/! Pill a»rf Cotlcr

15 P»j-/( 7?o(i FiH ic>«7/i Cotter

16 Detachable Lever Bracket

17 Lever Bracket Bolt and Nuts

18 54 '"■ -P'/'f' -P/"?

19 E.rhnust Pipe Plug

Application Magnet

Magnet Core
Back Strap
Magnet Coil
Armature Stem
Magnet VaVce
Cover

Magnet Core

ack Strap
Magnet Coil
Armature Ste
Magnet Valve
Spring Guide

Fig. 1336 — Application and Release Magnets for Interborough
Rapid Transit Company.

20
21
22

Yz in. Pipe Plug
•>4 in. Pipe Plug
1 in. Pipe Plug

23 Triple Valve Gasket

24 Triple Valve Stud and Nut

25 Triple I'alve Bolt and Nut

N DRILL
J'PIPE .
CONTROL PIPE ,
OR SUPP PES^
fORl'PIPE EXHAUST
SEAT FOR L-3 OR R-3 SEAT FOR L-l-B.R-1. M-l.OR T-l SEAT FOR L-2.A,R-2,M.20RT-2 JPI^E AUX.RES./ \ 13 8 7 10 6 ~3 2

TRIPLE VALVE TRIPLE VALVE TRIPLE VALVE

23 r BRAKE PIPE

Fig. 1337— Traction Brake Cylinder, Type R.
Westinghouse Air Brake Companj^

Figs. 1338-1345

AIR BRAKES; Westinghouse.

659

Single Pointer,

Duplex. Illuminated.
Fig. 1338 — .\ir Gages.

Parts

of

Cut-Out

C

DCk,

Fig.

1339

2
3
4

B
K
C

'.V

It

5

6

Spring
Handle

Parts of Type B-3 Conductor's Valve, Fig. 1340.

2 Body

3 Vent Valve

4 Rubber Seat

5 Valve Xiit

6 I'atie Spring

7 Cap

8 J ^ aire Lever

9 Operating Lever

10 Rivet

11 Cutter

Fig. 1339— One Inch Cut-Out Cock.

Parts of Angle Cock, Fig. 1341.

2 Body

3 Key

4 Cap

5 Spring

6 Handle

7 Handle Socket

9 1J4 '"■ ''-V 1 '"■ Basiling

Fig. 1340— Type B-3 Conductor's Valve.

Fig. 1341— Self Locking Angle Cock.

Fig. 1342^Threaded

Hose Nipple.

Fig. 1343 — ?ilain Reser\-oir
•1 2 7

Fig. 1344 — Hose and Coupling.

//

u

Fig. 1345 — .-Vrrangement of Equalizing Lever Set to Insure
Proper Equalization of Braking Force on Both
Trucks of a Car.

Westinghouse Air Brake Company.

Parts of Hose and Coup-
ling, Fig. 1344.

2 1'4 ill. by 22 in. Hose

3 I'nian 1 1 osc Nipple

4 Ciiinn .Xiit

5 Union Swivel

6 L'liion l,asket

7 Hose Clamp

8 Hose Clamp Bolt and

.Yiit

9 Ta/^ped Hose Xipple

Parts of Equalizing Lever
Set, Fig. 1345.

2 .Multiplying Lever Fnl-

criini Braeket

3 Miilliplying Lever

4 Connecting Chain

5 Cylinder Lever Rod

6 Cylinder I^ever

7 Bin for Pulcrnm

Bracket
8, 9 and 10 Pins

660

AIR BRAKES; New York.

Figs. 1346-1347

fu

1^

c^

s

■a,
Co

^ "ij "i)

^

cq ,a

^•^

-^ "^ -^ o o -- ^, ^'^
G o a ,-" ,^ a ^ =

ja -« -« -oi

^(1^0

bj3 ba
■S .5

^ (i; (^

-a •= 2; S ^ .<o .^ ■?■ -^ g 2 5 :q •= 3 g
'-oa>GGDa^a^^:tq(j;ii^'o6n5cq

W CO w w w

CO'O'O'O'O'O'O'O'O'O'O'O'O'O'O'Cii CO*

Ln :-

Os

■S

tyj

•S = -la

•~

c P
isto

Gas

.^ 1

fj s^

"^

t i; "- u ._.

., ^

'2 '-

t

^

'-O

n Cask
Plug
list Va
Valve
iiating
Plug
e Valv

1

k Valv
t Cap
Valve

-^ -C)

e

_o

_C)

•2 s- ^ = ■? ^ -S.

"t:

UJ Qi '^ ^

.^■C S ^ 5

e) Co

^ \

t^ ::^

<

00 VD O «-i CVI

HHE-iHHHHHHHE-iHHHHHHHH

ao'O'O'O'O'O'O'O'O'O'O'O'O'O'O'O'O'O'

1- ►- 5 I- (- H K SSl iS,
o o [3 cy. o-Q, r-j "^^g r^

bo

Figs. 1348-1349

AIR BRAKES; New York.

661

Fig. 1348 — Quick Action Pipeless Triple Valve, J6, Style A with High Emergency Pressure Cap and
Safety Valve. Used with 16 and 18 in. Passenger Brake Cylinders.

Graduating Valve
Exhaust Valve Stop
Lozver Valve
Lower I ali'c Cap
Loiver J'alve Spring
Exhaust Valve Pin
Strainer

Graduating Spring
Loii'er I'alvc Guide
Graduating Stem-
Check J'alve Spring
Graduating Stem Nut
Lower ] 'alve Seat
Safety I'alve Complete

Parts of

Triple Valve, Fig. 1348.

QT 20

Rubber Seat

QT

332

Graduating J'alve Spring

QT 404

QT 53

Ys in. Pipe Plug

QT

346

Front Cap Bolt

QT 407

QT 118A

Cheek Valve Spring

QT

376

Emergency Cap Body

QT 427

QT 138

Check Valve

QT

377

Emergency Piston

QT 428

QT 139

Check Valve Guide

QT

384

Emergency Cap Gasket

QT 430

QT 141

Check Valve Cap

QT

385

Body

QT 431

QT 239

Emergency Valve Piston

QT

393

^ in. by 2 in. Tap Bolt

QT 561

Packing Ring

QT

397

JJ-'ashcr

QT 601

QT 262

Triple Valve Gasket

QT

398

Nut

QT 608

QT 281

Front Cap

QT

399

Check J'alve

PT 56

QT 285

Quick Action Valve

QT

400

Cap Nut

PT 57

Piston

QT

401

Main Piston

PT 164

QT 287

Front Cap Gasket

QT

402

Piston Packing Ring

RV 200

QT 291

Exhaust J'alve Spring

QT

403

Exhaust J'alve

48 RV

QT Idt
QTIISA.

Q^l3^ QTija
Fig. 1349 — Quick Action Pipeless Triple X'alvc J6, Style L!, f.:)r Iti and 18 in. Passenger Brake Cylinders.

QT 20
QT 53
QT 118A
QT 136A
QT 138
QT 139
QT 141
QT 262
QT 281

Rubber Seat
.'k in. Pipe Ping
Check J 'alve Spring
Side Cap Bolt
Check J 'alve
Cheek J'alve Guide
Cheek J^alve Cap
Triple J'alve Gasket
Front Cap

Parts of Triple Valve, Fig. 1349.

QT 285 Quick .-tction I'ulvc Piston QT 402

QT 287 Front Cap Gasket QT 403

QT 291 Exhaust J'alve Spring QT 404

QT 332 Graduating J'alve Spiing QT 407

QT 346 Front Cap Bolt QT 431

QT 384 Emergencv Cap Gasket QT 601

QT 385 Bodv PT 56

QT 390 Side Cap PT 57

QT 401 Main Piston PT 164

New York Air Brake Company.

Piston Packiu'^ F<ing
Exhaust J'alve
Graduating J'ahcc
Exhaust J'alve Slop
Exhaust J'alve Pin
Graduating Spring
Graduating Stem
Cheek J'alve Spring
Graduating Stem Nut

662

AIR BRAKES; New York.

Figs. 1350-1351

0T37 PT446

^ CXHAUST

Fig. 1350 — Quick Action Triple Valve, Style K6 with Quick Service, Uniform Release and Uniform

Recharge, for 10 in. Freight Brake Cylinders.

QT 3 Main Piston Ring

QT 9 Slide I' aire Spring

QT 20 Check Valve Seat

QT 28 Strainer

QT 29 1 in. Union Nut

QT 30 1 in. Union Sivii'el

QT 31 1 in. Union Gasket

QT 32 Yi in. Pipe Plug

QT 37 Slide Valve Pin

QT 49 Graduating I'alve Spring

QT 430
QT 442

Parts of Triple Valve, Fig. 1350.

QT 53 vs in. Pipe Plug QT 444

QT 118A Brake Pipe Cheek Valve QT 445

Spring QT 446
Emergency Valve Spring QT 448

Side Cap Bolts QT 451C

Check Valve QT 452

Check I'alve Guide QT 453

Check I'alve Cap QT 454

Retard Spring QT 456

Graduating Spring QT 468
Front Cap Gasket

Emergency Piston QT 470

Side Cap QT 471

Retard Stem QT 552

Piston Slop Spring QT 611

Abniiiient QT 612

Quick Service I'alve PT 188

Spring BC 812A

Bodv RV 31

QT 118B
QT 136
QT 138
QT 139
QT 141
QT 231
QT 232
QT 233
QT 285
QT 343
QT 345
QT 359

Graduating Valve
Main Piston
Slide I'alve

Emergency Valve Guide
Emergency Valve
Emergency Side Cap Nut
Quick Scrz'ice Valve
Quick Service Valve Guide
Side Cap Gasket
Emergency Cap Nut Bush-
ing
Piston Stop Spring Box
Piston Stop Abutment
Front Cap Nut
Front Cap

Graduating Spring Guide
Emergency Valve Seat
Fee Plead Bolt
Quick Service Valve Seat

Parts of Compensating Valve, Fig. 1351.

Fig. 1351 — Compcnsatin

HS 11
HS 12
HS 13A
HS 14A
HS 15
HS 17
HS 19
HS 22
HS 24
HS 76A
HS 80
HS 92
HS 93
HS 97
HS 98

Regulating Spring
Regulating Nut

Check Nut

Union Stud
Union Szi'ii'cl
Union- Strainer
Fee Fh-ad Boll
S^priiig Abutment
Street Elboiv
Spring Bo.v
Feather JVaslicr
Body
Bracket
Diaphragm
Diaphragm JVashcr

HS 99 Bracket Stud

HS 100 Piston

HS 101 Fop Piston Nut

HS 102 Piston Disc

HS 103 Bottom Piston Nut

HS 104 Rider Pin

HS 111 Plug

HS 113 Holding Nut

HS 252 Cotter

PT 60 Packing Ring

QT 29 Union Nut

QT 31 Union Gasket

HS 31A Spring Box Bush

HS 96 Piston Bush

New York Air Brake Company.

Figs. 1352-1356

AIR BRAKES; New York.

663

To Brake Cylind

'-*^^*' HSI07

Fig. 1352— High Speed Controller.

Parts 0

f High Speed Controller, Fig. 1352.

RV

103

Regulating Nut

RV

104

Cap Nut

RV

105B

Regulating Spring

RV

129

Lever flandle

RV

130

Lerer Handle Pin with
Cotter

RV

131

J'al'Z'e Stem

RV

132

I'alve Seat

RV

133

Valve

HS

105

Cap

HS

106

Base

HS

107

Piston

HS

108

Piston I'alve

HS

109

IJ'aslier

HS

110

Nut

HS

112

Body

SA

6

Leather Seat

DV

8

Union Nut

DV

9

Union Swivel

DV

10

Union Gasket

^///rr^ . . r< V <: £ o

Parts of Safety Valves, Figs. 1353
and 1354.

RV 166 Spring

RV 225 Cap Nut

RV 228 Regulating Nut

RV 229 Valve Stem

RV 230 Body

RV 231 VaLve

RV 232 J'alve Seat

RV 233 Special Tee

QT 561 Strainer

fpiPE TAP

Fig. 1353— Safety Valve with Special
Tee.

SC 169
SCI68

Fig. 1354— Safety Valve.
SC277

SC35

Fig. 1355— Angle Cock with Self-Locking Handle
Parts of Angle Cock, Fig. 1355.
SC 4 Spring SC 167 Handle Pin

Fig. 1356 — Angle Cock with Self-Locking Handle.
Parts of Angle Cock, Fig. 1356.

SC 11 Cap

SC 13 Braeket Pin

SC 98 Body

SC 100 Plug

SC 168 Handle
SC 169 Bracket
SC 170 Latch

SC 17

Spring

SC 204

Bracket

SC 18

Cap

SC 205

Latch

SC 35

Bracket Pin

SC 208

Plug

SC 121

Body

SC 277

Handle Pin

SC 203 Plandic
New York Air Brake Company.

664

AIR BRAKES; New York.

Figs. 1357-1361

Parts of Conductor's Valve, Fig. 1357.

DC 7

DC 8
DC 9

DC 35
DC 36
DC 78

SC 17

PR 35

PR 40

PR 73

PR 76

Fig. 1357— Conductor's Valve, Style B.

Parts of Cut-Out Cock, Fig. 1359.

Bodx

1'4 ill. Union

Szvive!
1 '4 ill. Union .V»?
1'4 in. Union

Gasket
.Strainer
.Spider
1 '4 in. by 44 in.

Reducer

DC 135

SC 4

SC 11

SC 12

SC 13

SC 34

Spring
Cap

Handle
Handle Pin
lli in. by
Rcdueer
SC 100 Plug

Parts of Retaining Valve, Fig. 1360.

Spring

Cap

Handle

Plug

Seat

PR 77
PR 81
PR 82
PR 83
PR 97

Upper i'alvc
Jl' eight
C ose

Lower I'al-ee
Handle Pin

Fig. 1359— Combined Strainer and Cut-Out Cock.

Parts of Strainer, Fig. 1361.
DC 69A Body DV 8 '^ in. Union Nut

SC 17 Spring

SC 18 Cap

SC 61 Bodv

SC 62 Plug

SC 63

Stop

SC 64

Plate

SC 65

Handle

SC 66

Nut

EV 686

Fig. 1358 — Rotary Branch Pipe Strainer.

Parts of Rotary Strainer, Fig. 1358.

DC 203 Rotator DC 205 Cap

DC 204 Body EV 686 1 in. Pipe Plug

Fig. 1360 — Double-Pressure Retaining ^'al\■e, Style
FD30,

DC 72 Strainer DV 9

DC 76 Cap DV 10

DC 77 Curled Hair (y. o=.)

Yi in. Union Swivel
Vi in. Union Gasket

New York Air

Fig. 1361— Reducing Valve Strainer.
Brake Company.

Figs. 1362-1366

AIR BRAKES; New York.

665

/.'■ Pipe.
To C*r Dl»charg« Valve.

Fig. 1362— Signal Pipe
Strainer.

Parts of Strainer, Fig. 1362.

DC 31 Body

DC 32 Strainer

DV 8 yi in. Union Nut

DV 9 yi in. Union Swivel

DV 10 i'2 in. Union Gasket

Parts of Strainer, Fig. 1363.

QT 28 Strainer

QT 29 Union Nnt

QT 30 Unioi Swizel

QT 31 Union Gasket

QT 316 Body

QT 31

Fig. 1363 — Branch Pipe Strainer.

DCI50

DC 1.48'
DC IA7-

i-Bo,,

Fig. 1365— Signal Valve, Style BA.

Fig. 1364 — Drip Valve.

Parts of Drip Valve, Fig. 1364.

DC 147
DC 148
DC ISO
DC 151
DC 152
RV 138
QT 557

Handle

Handle Pin

Cylinder

Stud

Valve

Spring

Rubber I'alve Seat

FOR ^ BOLTS

o:z

Fig. 1366— Vent Valve, Style A.

Parts of Signal Valve, Fig. 1365

SV 2

SV 3

SV 6

SV 7

SV 8

Upper Case

Diaphragm

Lower Diaphragm Plate

Nut

Valve

SV 11 Cap

SV 12 Upper Diaphragm IVasher

SV 22 A Loiver Case

SV 24 Spring

SV 25 Diaphragm Stem

BC 880 Stud and Nut

Parts of Vent Valve, Fig. 1366.

VV 1

VV 2

VV 3

VV 4

Upper Case

Upper Case Cap Niil

Lower Case

PnsI

VV 6

VV 8

VV 9

VV 10

VV 12

VV 13

PT 57

QT 28

QT 29

QT 30

QT 31

QT 574

QT 557

SV 10

I'isUni

Valve

Lower Case Gasket

I-iiling I'lns

Holding Nnf

Braeket

I 'aive Spiing

.Strainer

Union Niil

Union Swiz'el

Union Gasket

J'alve Seat

Piston Ring

Tee Head Bolt and Nut

New York Air Brake Company.

666

AIR BRAKES; General Electr

Fig. 1367— Diagram of Piping and Electrical Connections for General Electric Emergency-Straight Air

Brake Equipment for Electric Cars.

Fig. 1368 — Section Through Air Compressor
Governor.

w™t*;=^ ^= (,»= <;- li^ \j=-= ^^ ^^' w^

Fig. 1369 — Air Compressor Governor. (Not the
Same Type as Shovi^n in Fig. 1368.)

Fig. 1370 — Type CP27 Air Compressor with Covers
Removed.

General Electric Company

Fig. 1371— Type CP27 Air Compressor and

Figs. 1372-1376

AIR BRAKES; General Electric.

667

rig. 1372 — ]\Iotorman's Air Brake Valve, Type'-^S,
Form F4.

wMMmnim

Pig. 1375 — Emergency Valve,

QT 290
QT 391
QT 112
QT 139
QT 138
QT 118A
QT 141
QT 20
PT 56
PT 58

QT 281

Type E, Form H-1.

o ^

Fig. 1373 — Parts of Motorman's Brake Valve Shown
in FiQ-, 1372.

Fig. 1374 — Quick Service Valve,

Parts of Triple Valve, Fig. 1376.

Bush

Piston Stem
Clieclc Talz'c Scat
Cliccic J'alz'c Ciiidc
Clicfk J'ali'c
CliccI: J'alvc Storing
Clicct; Valve Cap
Rubber Scat
Graduating Stem
Graduating Stem Cap

Nut
Front Cap

QT
QT
QT
QT
QT
QT
QT
QT 328
QT 332
QT 329
QT 291
QT 371

287
346
231
288
267
327
330

Front Cap Gasket
Front Cap Bolt
Graduating Stem Spring
Bush

Piston Ring
Main Piston
Exiiaust } 'alve Busli
Exliaust i'alve
Graduating Valz'e Spring
Graduating Valve
Exhaust I'alve Spring
Bodv

gTua

Fig. 1376— Triple Valve for Variable Release Equipment,
General Electric Company.

668

AUTOMATIC CONNECTORS.

Figs. 1377-1378

Fig. 1377 — Wcstinghouse Automatic Car and Air Coupler. Westinghouse Air Brake Company.

Fig. 1378 — Automatic Connector for Air Brake, Signal and Steam Heat Pipes. Kellj'-Arnold ]\Ianufac-

turing Company.

Figs. 1379-1380

AUTOMATIC CONNECTORS.

669

Fig. 1379 — Robinson Automatic Coupler for Air Braise, Signal and Steam Heat Pipes. Robinson Coupler

Company.

Fig. 1380 — Barnett Automatic Connector for Air Brake, Signal and Steam Heat Pipes, with Automatic
Safety Coupling Hook. Barnett Equipment Company.

Parts of New York Freight Connector, Fig. 1382.

Parts of New York Passenger Connector, Fig. 1381.

4 HC 7 1'4 in. Sivivel HC 766 V/4 in. by 5 in. 3 HC 7 Aiilomatic Drit HC 7129 Sicani Heat Rc-

Elbmv

Nip fie

16 HC

P>8 !"■ Coupling

HC 7125

Boll

25 SC

I'/i in. Three-

HC 7127

Spring Seat

U'av Reversing

HC 7128

Spring

Coel:

HC 7131

Fingers

HC 78

Gasket

HC 7132

Center Pipe

HC 760

Head

HC 7134

Side Plate

I 'aire

HC 71 Head

HC 78 Packing Ring

HC 7125 Bolt

HC 7126 V4 in. HIbozv

HC 7127 Spring Seat

HC 7128 Spring

lamer
HC 7130 Steam Heat Scat
HC 7131 Fingers
HC 7132 Center Pipe
HC 7134 Side Plate
HC 759 Bush

670

AUTOMATIC CONNECTORS.

Figs. 1381-1382

AUTOMATIC

ORIP VALVE"

Fig. 1381 — Passenger Connector for Air Brake, Signal and Steam Heat Pipes. New York Air Brake

CompanJ^

IV HOSE COUPLING

Fig. 1382— Freiglnt Connector for Air Brake, Signal and Steam Heat Pipes. New York Air Brake

Company.

Figs. 1383-1386

BRAKE EQUIPMENT; Miscellaneous.

671

Parts of Emergency Head, Fig. 1383.

HC5I9

HC 78

Packing Ring

V\ \ ^

HC 519

Packing Rina

HC 710

Steam Heat Gasket

HC 725

l;4 in. Packing Nut

HC 726

1 '4 in. Svi'ivcl

HC 729

-?-4 in. Pach'iu'Ji Nut

HC 730

^4 in. S"a'i-L'cl

HC 734

Hook

HC 735

Cam

HC 737

I'/g in. Coul^ling

HC 738

Signal Coupling

HC 739

1'4 in. Elbozv

HC 7123

HC 740

.^4 in. Bend

HC 7124-

HC 741

L am Pin

HC 7122

II4 in. Street Elbow

HC 735-

HC 7123

Cam Spring

HC 741^

HC 7124

i am Bearim;

HC 7133

Head

HC734

HC 73
HC 740
HC 737
HC 739
HC 7122

STEAM HEAT
COUPLING

HC730
HC 729
HC 78

HC725
HC7I33

HC 710

Fig. 1383 — Emergency Head Back-Up Connection. New York Air Brake Company.

Parts of Figs. 1385
and 1386.

A ll'liislle

B ll'histle Push Button

C Train Pipe E.vhaust

Fig. 1384 — Monogram Pipe Bracket and Nipple
End Hose Protector. Guilford S. Wood.

Fig. 1385 — Brakeman's Back-up Air Fig. 1386— Brakeman's
Brake and Signal Cock, with Gage. Back-Up Air Brake

(See also Page 678.) Cock.

Sherburne & Company.

672

BRAKE EQUIPMENT; Miscellaneous.

Figs. 1387-1393

Fig. 1387— Universal Hose Protector. McCord &
Company.

One Piece.
Fig. 1388 — Hose Clamps. Camel Company.

Fig. 1389 — Strong Hose Clamp. Strong, Carlisle &
Hammond Company.

Fig. 1390 — Spraguc Flexible Steel Armored Hose and
Nipples. Sprague Electric A\'orks.

^'P!^ duelt'

Fig. 1391— Thompson
Hose Clamp. Storrs
Mica Company.

Fig. 1392 — N B Hose Connection. G. j\I. Newliall Engineering

Company.

Fig. 1393— Western Angle Cock Holders. Railway Devices Company

i^igs. liy't-i'tuu

BKAKu EQUIPMENT; Miscellaneous.

673

Fig. 1394 — Acme Pipe Clamp for Use on Side of a Fig. 1395 — Acme Pipe Clamp for Use on Bottom of

. ,. r-. , . End Sill.

I.ongitudmal Sill. \Vestern Railway Equipment Company'.

Fig. 1397 — Acme Pipe Clamp for Use in Needle Beam.
Western Railway' Equipment Company.

Fig. 1396 — Acme Pipe Clamp for Side of Longi-
tudinal Sill. Western Railway Equipment
Company.

To Pulling Face

Fig. 1399— Security /Vngle Cock Bracket Applied to
Dump Car. Adreon Manufacturing Company.

Fig. 1398 — Emery Lubricator and Application to

■ leumatic

— «l ,

ToPullmg race

Fig. 1400 — Security Angle Cock tlolder -Vpplied to
Box Car. Adreon Manufacturing C(jmpany.

674

SLACK ADJUSTERS.

Figs. 1401-1403

Fig. 1402 — American Automatic Slack Adjuster Applied to Brake Cylinder. American Brake Company.

Fig. 1403 — Creco Slack Adjuster for Passenger Train Cars. Chicago Railway Equipment Compa

ny.

Figs. 1404-1407 SLACK ADJUSTERS AND HAND BRAKES.

675

i

'/////////.'////////;///;/////777m,

;^"iyAilMllTAl?Al|pr|_ ,

^'fe

ffl

;^^S^

k

!ol

PX

tR

.!-.._i_'-ji;-.^i--^-V

^' '-^^^-V?-

iJ-^ — ^
>^ — ^

g"

.1^

/ ;

f

-0=

£2

-a

/ / ,'

[

J

1 '■ i 1 -', :^!y 1

/ y^J

■J

1 1

[ o /

Fig. 1404 — Creco Combined Slack Adjuster and Brake Release for Freight Cars. Chicago Railway

Equipment Company.

Pig. 1405 — National Geared Hand Brake. National Brake Company.

Fig. 1407— Ratchet Brake Applied
to Drop End Gondola Car with
Brake Cylinder at Side of Car.
Ratchet Brake Company.

676

HAND BRAKES.

Figs. 1408-1416

Fig. 1408 — Malleable Iron Steps and Sleeves for Sqnare or Ronnd Brake Shafts

RETAINER FOR RATCHET WHEEL

For Square Brake Shaft. For Ronnd Brake Shaft.

Fig. 1409 — Carmer Ratchet Wheel, Pawl and Plate. (Patented.)

Fig. 1412— ^Falleable Iron Brake
Wheel; Five Spokes: Diameter,
15 or 16 ins. (Patented.)

Fig. 1410 — Carmer Ratchet Wheel, Fig. 1411— Malleable Iron Roof
Pawl and Plate Applied to Bracket for Round Brake Shaft.

Sciuare Brake Shaft.

Fig. 1413— Malleable Iron Bushing
and Collar for Square Brake
Shaft.

Fig. 1414 — ^lalleable Iron Step and Fig. 1415 — Malleable Iron Sleeve Fig. 1416 — Malleable Iron Brake
Sleeve for Square Brake Shaft. for Square Brake Shaft. Wheel; Six Spokes; Diameter

IS, 16 or 18 ins.
National Malleable Castings Company.

Figs. 1417-1421

HAND BRAKES.

677

~z-ntoWii-i

Fig. 1417— Shifting Brake Shaft Device Applied to Flat Car.
i Patented.) Pressed Steel Car Company.

Fig. 1419— Feasible Drop Brake Staff. U. S. Metal
& Manufacturins" Company.

fl.i«l»4A*V. ,.

Fig. 1420— Lindstrom Brake Applied to Wide
Vestibule Car.

Lindstrom Brake Company.

Fig. 1421 — Lindstrom Brake Applied to Hopper Car.

678

BRAKE EQUIPMENT, NUT LOCKS AND LOCK NUTS. Figs. 1422-1430

Fig. 1422— Back-Up Air Brake Lock. (See also Tage 671.)
Ashton Valve Company.

Fig. 1422A — .\ir Gage for Caboose.

r^

Wl ^fCT

Fig. 1423— Bart-
ley Flange Nut
Fastener.

Fig. 1424— Bartley Multiple Nut Fastener.
American Nut and Bolt Fastener Company.

Fig. 1425 — Bartley Diamond Tang
Fastener for Application to
Wood.

Fig. 1426 — Jones Arch
Bar Nut Lock.

U c^nt^r ro Cantor — v_ CpnLer To Cente'- — *i

Fig. 1427 — Jones Multiple Nut Lock.

Tones Positive Nut Lock Company

Fig. 1428— Jones Nut Lock for
Application to Wood.

Original. Improved.

Fig. 1429 — Columbia Lock Nuts and Applied but Not Hexagon and Square Nuts. Locked.

Application. Columbia Nut & Bolt Locked.

Company, Incorporated. Fig. 1430 — Boss Nuts and .Application. Boss Nut Company.

Figs. 1431-1442 NUT LOCKS, LOCK NUTS AND TURNBUCKLES.

679

Enlarged View of Groove and Pin.

T^- 1.101 r- ■ \' ^ '^1 :' ■ T^- , .- r Lockins; Pin Ordinary Appli-

Fig. 1431— Grip .\ut with Lurve in Fig. 1432— Hexagon and Square r , , -n, /■

rr,, , n-. 1 TT tit r- • X T , LocKed 111 Place cation.

Thread-Pitcli Exaggerated to Grip Nuts Applied , r-> t^c

oi T 1 ■ TVT ti 1 11 ■ tQ Overcome Ei-

Sliow Locking Method.

„ . ,, _ fects of Vibration.
Grip i\ut Company.

Fig. 1433— Taylor Lock Nut. Taylor

Lock Nut Company.

Fig. 1434— F. B. C. Lock for Striking Plate Bolts.

Fig. 1435— F. B. C. Continuous Lock.

Fig. 1436— F. B. C. Arch Bar Nut Lock. Fig. 1437— F. B. C. Arch Bar Nut Lock Applied.

Keystone Nut Lock ^lanufacturing Company. r" '^—,

""Tm.

s

T

Fig. 1438— National Lock Washer
Applied to Metal.

Fig. 1439 — National Lock Fig. 1440 — National Lock Washer

Washer. Applied to Wood, with Flat

National Lock Washer Company. Washer Beneath.

Fig. 1441 — Turnbuckle. Cleveland City Forge &

Fig. 1442— Hillman Lock Turnbuckle. V. S. Metal
& Manufacturing Company.

680

INTERIOR FINISH OF PASSENGER CARS.

Fig. 1443

End fin/sh.

SeofionC.C.

Fig. 1443 — Finisli on Side and End, and End of Saloon of New York,

.i./s" sTJtres/io/af. I

4 efs -^

New Haven & Hartford Day Coach.

Figs. 1444-1445

INTERIOR FINISH OF PASSENGER CARS.

681

P ^

Fig. 1444 — Sections of Molding-s for Metal Interior Finish. Grinden Art Metal Company.

■^i/S Posi h exiend up}Yard same as Ma/n Fast

^\

liF'I'^r

Scretys

m

No. 10 Mach.
Screir^

D.

Filler

A, ' 'it

v,,,..,,..::^^>.........,,...,,l,i-f;virT

.06S'^

H. K.

Fig. 1445 — Steel Finish and Details at Smoking Room End of Long Island Parlor Car.

1|V

682

INTERIOR FINISH OF PASSENGER CARS.

Figs. 1446-1448

Capital- Pilaster

^,.^^' "x

•z" — -

^md^m

I

SL'Ction of Panels |
Saloon rartitions

lyir

■1» 4

Fig. 1446 — Molding Sections for Wooden Interior Finish.

■»■-««?%,_

Fig. 1447— Drawn Steel Molding Sections. Acme Fig. 1448 — Steel Finish in Long Island Parlor Car.

Supply Company.

Figs. 1449-1452

INTERIOR FINISH OF PASSENGER CARS.

683

Parts of Interior Finish, Fig. 1450.

1 Truss Plank

3 Wainscot Rail

4 Wainscot Panel

5 Windozv Sill

6 Window Glass

7 IVindow Casing,

Sash Stop

8 Pilaster

9 Pilaster Cap
10 Pilaster Base

Continuous Basket Rack
Basket Rack Bracket
ll'indoiv Shade Stop
U'lndozv Casing or Cap Molding
Window Sash Lift
Windoiv Sash Lock
Pilaster Cap Bracket
IVindozc Cove Molding

17
18
19
20
21
22
25
26
27 Floor

36 Cornice

37 Ccrnice Sub-Fascia Board, or
Paneling

^,.„„^ Note. — Finish of Deck or Clere

Bottom Bar of Shade Story, Not shown in Fig. 1450, is
Shade Thumb Latch Known as Headlining.

11 Windoiv Stile

12 JVindoiv Sash Rail

13 Shade
14
15

Fig. 1449 — Steel Side and Window Finish. Hale &
Kilburn Company.

Fig. 1450 — Wooden Finish for Day Coach.

Fig. 1451 — Steel Bulkhead and Saloon for Harriman
Lines Arched Roof Coach. Hale & Kilburn
Company.

Fig. 1452 — Steel Finish in Smoking Room of Pull-
man Sleeping Car. Dahlstrom Metallic Door
Company.

684

INTERIOR FINISH OF PASSENGER CARS.

Figs. 1453-1455

Detail af£.

Detail at G.

Fig. 1453 — Steel Lavatory Partition and Details. Dahlstrom Metallic Door Company.

SSt:

8 ^I'.'P

Seci-ion B

Sec+ibnA. Section C-

Fig. 1454 — Steel Finish at Saloon Window. Dahl
Strom Metallic Door Company.

Section atD.

Vertical Section
at £.

Fig. 1455— Steel Bulkhead and Details. Dahlstrom
iMetallic Door Company.

Parts of Sleeping Car Sections, Figs. 1458 and 1459.

1

Lower Berth

13

2

Upper Berth

14

4

Upper Bertli Top Rail

15

5

Upper Bertli Loioer Rail

16

6

Upper Berth Front Panel

17

7

Deck Silt faenr-

19

8

Berth Partition

20

9

Head Baaril

21

10

Inside U'indozv Panel

22

11

Pilaster

23

Seat End

Seat Plead End

Curtain Rod Folding Bracket

Berth Curtain Rod

Berth Curtain

Pilhno Box

Upper Berth End

Bunk Panel

Lnu'er Deck Headlining

Berth Spring and Frame

24
25
26
27
28
29

30

Berth Chain Pulley

Berth Chain

Berth Safety Rope

Portable Table

Folding Table Leg

Seat Cushicn. (The cushion pulls
out, the back takes the place of
the cushion, and together they
form the lozver berth.)

Seat Back

Figs. 1456-1459

BERTHS AND DETAILS.

685

Parts

31
32

33
34
35
41
43
44
45
47
48
50
51
52
53
54
55

of Sleeping Car Sections, Figs. 1458
and 1459. (Continued.)

Seat Anil Rest

Head Rest and Head Board
Pocket. (The upholstered head
rest lifts up about its hinged top
and forms a pocket for day
wearing apparel.)

Inner Seat Head End

PiU01K<

Bedding

Vaulted Deck Il'indow

iVindoiu Sash Lift

Window Sash Lock

Table Hook

Upper Berth Lock

Berth Latch

IVindoio Shade

Window Shade Thumb Latch

Hammock

Seat Back Paneling

Plead Board Bolt and Lock

Hat Hook

4j<^

:SL

\sr

Section A~A.

"

W-

-4

-

Front Vie^.

Lock Bar

\ —£'i

J

Rear Yien. 4^i CufOui

Fig. 1456 — Steel Upper Berth. Dahlstrom Metallic
Door Company.

Fig. 1458 — Sleeping Car Section with Upper Berth Fig. 1459— Sleeping Car Section with Upper and

Down and Cushions Removed from Seat. Lower Berths Made Up.

See Page 684 for Names of Numbered Parts.

686

BERTH DETAILS.

Figs. 1460-1471

,<

Fig. 1460 — Head Board Bolt and Application Details.
Dayton .Manufacturing Company.

Parts of Fig. 1450.

1 Upper Face Plate 5 Lower Face Plate

2 Knob Latch 6 Bolt Spring

3 Lozuer or Fixed Bolt 7 Upper or Spring Bolt

4 Slide Latch

For Bevel Rail For Flat Rail For Flat Rail
Head. D. :\I. Board. A. & Bushings. D.

Co. AV. Co. ^I. Co.

Fig. 1461 — Head Board Bushings.

A. & W. Co. D. M. Co. A. & W. Co.

Fig. 1462— Berth Hinges.

D. M, Co. pig^ 1463— Head Board Fig. 1464 — Head Board
Fastener. Adams & Plates. Adams &

Westlake Company. Westlake Company.

Fig. 1465— Berth Lock Rods. Dayton Fig. 1466— Berth Lock Handle.
^Manufacturing Company. Adams & Westlake Com-

pany.

Fig. 1467 — Berth
Curtain Hook.
D. M. Co.

Fig. 1468 — Berth
Safety Rope Hook.
A. & W. Co.

Fig. 1469 — Berth
Curtain Hook.

Fig. 1470 — Upper
Berth Safety Strap
and Hook. J. L.
Ho-n-ard & Co.

Fig. 1471— Uppei
Berth Catch. A.
& W. Co.

Figs. 1472-1481

BERTH AND SEAT DETAILS.

687

Fig. 1473 — Berth Numbers. Dayton Manufacturing Companj'.

Berth Spring, Chain and
Pulley.

'mm

j^

Jas. L. Howard & Co. Adams & Westlake Co.

Fig. 1474— Berth Curtain Rod Bracket,?.

Fig. 1475 — Table Hooks. Dayton Manufacturing
Company.

Fig. 1475 — Seat Arm Rivets. Dayton Manufacturing
Company.

Fig. 1477— Kirby's Seat Dock
for Wood Seat Ends. Day-
ton Manufacturing Com-
pany.

Fig. 1478 — Seat Arm
Thimbles. Adams &
Westlake Company.

Fig. 1479 — Seat .-Vrm
Pivot Bolt. Dayton
Manufacturing Com-
pany.

Fig. 1480— Seat Back Arm Lock,
Bolt and Spring. Adams &
Westlake Company.

Adams & Westlake Company. Dayton Manufactur-

ing Company.
Fig. 1481 — Seat Back Arm Locks with Escutcheons.

688

SEAT DETAILS.

Figs. 1482-1494

Fig. 1482— Straight Seat
Arm Stops. Adams &
Westlake Company.

A. & W. Co. Dayton Manufacturing Co.
Fig. 1483— Curved Seat Arm Stops.

Fig. 1484 — Seat Arn
- Stops. D. M. Co.

Fig. 1485 — Round Seat Arm Stops Which May be Fitted with Locks.
Adams & AVestlake Company.

Fig. 1486 — Seat Arm Pivots. Dayton
iNIanufacturing Company.

^^.!.:'^MK^-^-,

Fig. 1487— Seat Rail Sockets.
A. & W. Co.

Fig. 1488— Seat Hinge.
D. M. Co.

Fig. 1489— Seat Back Arms
for Forney Seats.

Fig. 1490— Pivoted Seat Back
Arm. Dayton ]\Iannfacturing
Company.

Fig. 1491— Curved Seat Arm Stop with
Lock.

Fig. 1492 — Seat Back Corners.
A. & W. Co.

Fig. 1493— Chair and Sofa Casters. Adams & Fig. 1494 — Seat Pull.
Westlake Co. A. & W. Co.

Figs. 1495-1507

SEAT DETAILS AND UPHOLSTERY.

689

Fig. 1495— Sofa Arm Rest Fig. 1496— Sofa Arm Rest Bolt.
Bolt in Position.

Dayton Alanufactnring Companj'.

Fig. 1497— Sofa Bolt. Adams &
Westlake Company.

Fig. 1500— Sofa Back Pivot, Hinge and
B u s h i n g-. Dayton Manufacturing
Company.

Fig. 1498— Sofa Arm Rest Fixtures. Dayton Fig. 1499—
Manufacturing Company. Spring Catch.

Pin Plate. Catch Plate.

Pin.

Pin Bushing. rui iriaie. v^an-n j- lanr. j- m. i^^

Fig. 1501— Sofa Arm Rest Fixtures. Dayton ]\[anufacturing p,g 1502— Srta Rail B'ig. 1503 — Sofa Back Leg

Company. End and Socket. Socket and Pocket.

Adams &: West- Dayton Manufacturing

— lake Company.

Company.

Fig. 1504 — Spring Bed Sections for Private and Sleeping Cars.
Hale and Kilburn Company.

Fig. 1505— Table Leg Plook;
Table Holder and Plate.
Adams & Westlake Com-
pany.

Fig. 1506 — Improved Combination Spring Back, with
One Section Detached.

Fig. 1507— Improved Combination Spring Cushion,
with One Section Detached.

Hale & Kilburn Company.

690

UPHOLSTERY AND SEATS.

Figs. 1508-1514

Fig. 1508 — Sleeping Car Upper Berth Spring.

Fig. 1510— Walkover Seat No. 97 with
Frieze Plush Upholstery.

Fig. 1509— Spring Seat, Showing the Use of Slat and Webbing and the
Elastic Slat Edge.

Fig. 1511— Reverse Side of Single and Double Rattan Spring Seats
Showing Construction.

Fig. 1512 — Double Reclining Chair No.
65 with Plush Upholstery.

Fig. 1513— Walkover Seat No. 197 with Plain High
Back and Frieze Plush Upholstery.

Fig. 1514— Walkover Seat No. 197 with Extra High
Headroll Back and Plain Plush Upholstery.

Hale & Kilburn Company.

Figs. 1515-1521

SEATS.

691

Fig. 1516— Steel Walkover Seat with Plush Up-
holstery, for New York Central & Hudson
River Steel Coaches.

Fig. 1517 — Steel Walkover Seat with
Rattan Upholstery, for New York Cen-
tral & Hudson River Sulmrhan Cars.

Fig. 1518— Steel Walkover Seat with
Plush Upholstery, for Harriman
Lines Steel Coaches.

Fig. 1519— Steel Walkover Seat with
Frieze Plush Upholstery, for Penn-
sylvania Railroad Steel Coaches.

1

■«i

^-^^^■■j

1

K.

1

i^^^^H

__ .„. 1

fll

i^H

^VHHm

^ ^'^1

rliilH

By

,^

hIo^BL

0r-<

4l

- ^'^MS

g^ -;_-'----

"■

"^

m:

v^y

1

■

Fig. 1520 — Reversible Seat for New York, New Haven Fig. 1521 — Steel Seats and Lower Berth with Plush

& Hartford Vestibuled Coaches. Upholstery, for Sleeping Car.

Hale & Kilburn Company.

692

SEATS.

Figs. 1522-1530

Fig. 1522— Reclining Parlor Car Chair Fig. 1523— Revolving Parlor Car Chair Fig. 1524— Revolving Parlor Car Chair
No. 42. No. 30. No. 32.

Hale & Kilburn Company.

Fig. 1525— Revolving Parlor Car Chair Fig. 1526— Revolving Parlor Car Chair Fig. 1527— Pressed Steel Walkover
^'°- '^^^ No. 38. Seat. Walker & Bennett Manufac-

Hale & Kilburn Company. tnring Company.

F.g. 1528-Pressed Steel Walkover Fig. 1529-Walkover Seat with Re- Fig. 1530-Pressed Steel Reversible
^<^^t- versible Foot Rest and Steel Arm

Rest.

Walker & Bennett Manufacturing Company.

Seat.

Figs. 1531-1539

SEATS.

693

Fig. 1531— Universal Wheeler Revers- Fig. 1532— Universal Wheeler Revers-
ing Seat with Stationary Foot Rest ing Seat with High Headroll Back
and Rattan Upholstery. and Leather Upholstery.

Fig. 1533— Universal Wakefield Re-
versing Seat with Turnover Revers-
ing .A.ction and Single Automatic
h'oot Rest.

Fig. 1534 — Universal Wheeler Revers-
ing Seat with Detachable Back and
Frieze Plush Upholstery.

Fig. 1535 — Upholstered Reed Chair Fig. 1536 — Wheeler Seat with Auto-
with Swivel Base Support, for Par- matic Tilting Foot Rest and Leather

lor and Observation Cars. Upholstery.

Fig. 1537- Wheeler Seat with Cricket
Leg.

Fig. 1538— Upholstered Reed Chair
for Parlor and Observation Cars.

:rv»....d Brothers & Wakefield Company.

Fig. 1539— Universal Wakefield Re-
versing Seat with Turnover Re\ers-
ing Action and Rattan LIpholstery.

694

SEATS.

Figs. 1540-1546

Fig. 1540— Richards Panel Back Din- Fig. 1541— Richards Panel Back Fig. 1542— Richards Panel Back Din-
ing Car Chair, without Arms. Double Seat. ing Car Chair, with Arms.

■i^"

ff/l

1

.,.

iR //I

1

-r"»

■

D

1

H

P

m

rf

o

'^

T

pi

m

f

^Hi:

^

Af/;

Fig. 1543— Richards Panel Chair
Steel Pivot Fixture.

Fig. 1544 — Richards Panel Back Fiber-Rush Chair.

1

Fig. 1545— Richards Panel Back Parlor Car Chair; Fig. 1546 — Richards Panel Back Revolving Chair

Pullman Standard. Seat, with or without Reclining Back.

Richards Chair Panel Company.

■sm

Figs. 1547-1552

SEATS.

695

Fig. 1548 — Mechanism of Standard Coach Seat.
Fig. 1547 — Standard Coach Seat with Plush
Upholstery.

The Barney & Smith Car Company.

Fig. 1550 — Mechanism of Double Reclining Chair
Seat Shciwn in Fig. 1549. The Barney &
Smith Car Company.

Fig. 1551— Coach Seat with Foot Rest Arranged to
Allow Room for Suit Case.

'he Ford & Johnson Company

Fig. 1552 — Coach Seat with Stationary Foot Rest.

696

SEATS.

j^ iHa. ujj-ijvjo

Fig. 1553— Reversible Seat No. 71 with Rattan
Upholstery, for Narrow Gage Cars.

Fig. 1555 — Coach Seat with Double Striker Arms and

Grab Handle. Fig. 1556— Parlor Car Chair with Revolving Pedestal.

The Ford & Johnson Conipanv.

Fig. 1557 — Reed Chair for Parlor and Observation
Cars. The Ford & Johnson Company.

Fig. 1558— Parlor Car Chair No. 1091. Scarritt-

Comstork Furniture Cnmnanw

..tliS

Figs. 1559-1564

SEATS.

697

Fig, 1559 — i\Iedium Back Coach Seat No. 33.

Fig. 1560— High Back Cach Scat No. 32X. Showing
Construction of Frames.

Fig. 1561— Parlor Car Chair No. 114.

Fig. 1562— Medium Back Coach Scat No. 17.

,»»w«..i^.-.¥*i*'«Si^''S!*t?'*i^

Fig. 1563— Parlor Car Chair No. 113. Fig. 1564— Parlor Car Chair No. 115.

■itt-Comstock Furniture Company.

698

FLOOR COVERINGS.

Figs. 1565-1573

i<^~~"i

Fig. 1555 — Flexolith Composition Floor-
ing Laid Over Chanarch Metal Flooring.
General Railway Supply Company.

Fig. 1566— Arch Flooring. Acme Supply Company.

ConCfefe

KEYSTONE PL.ATE

Fig. 1567 — Karbolith Flooring as Applied
to Pennsylvania Railroad Steel Pas-
senger Train Cars. American Mason ,.fi.' '. ^
Safety Tread Company.

^^S Mi5~1iil

Fig. 1568 — Fireproof l"'looring for Inter-
borough Subway Cars.

Section jf^
Fig. 1569 — Ferroinclave Floor Co\'ering. Brown
Hoisting JNIachinery Company.

Fig. 1570 — Carpet Eyelets and Nails. Dayton
Manufacturing Company.

Fig. 1571 — Upper and Lower
Gromets for Carpet Eye-
lets. Adams & Westlake
Company.

Fig. 1572 — Perfor-
ated Rubber Floor

Mat.

Fig. 1573 — Application of Ferroinclave Floor Cover-
ing to Floor of Steel Car. Brovs'n Hoisting
^Machinery Company.

Figs. 1574-1581

KITCHEN EQUIPMENT.

699

B

^

Siufiko

Dratl

li

-

C-
1

1)

-o

1!

i

-

:

_

Section A i E

"U^

3w;tiuii B, C, & D

^

(

/

GraW

L

Fire Bri.'it

t\

R^ick

1

t

fhi.

-^

ITi'ont View

fttfctioa thi-uugli Oven

Swjtiuu thi'ough Fire-Eox

Fig. 1574— Stearns Safety Range for Dining Cars. Stearns Steel Range Company.

Fig. 1575— Gas Broiler and Oven Xo. 1507.

Fig. 1576 — Gas Broiler and Oven
No. 1501a.

Fig. 1577— ligg Poacher
No. 1504.

Fig. 1578— Broiling Iron
No. 1502.

•C!:„ 1 C-TQ r,a^ Pr.nlpr Nn 1 500.

Fig. 1580 — Blash Browner
No. 1504.
Utensils. The Safety Car Heating & Lighting Company

Fig. 1581 — Frying Pan
No. 1503.

700

KITCHEN AND LAVATORY DETAILS.

Figs. 1582-1589

4

-<-

-/'/-

^>-

^

\

^^

\

%

1

J_/^/^_>

1
1

1
1

1

1

■>■

h

p

1

-

1

\

.*-

t

1

\

\

Y

<ll

Froni- EleyeyaHon.

y^-^—/4'^>^i^

Sec+ion C'C

'ce Gra^e

P/on
Fig. 1582 — Buffet Refrigerator. White Enamel Refrigerator Company.

Fig. 1583— Buffet Stove and Urn.
Adams & Westlake Com-
pany.

Fig. 1584—

Fig. 1585— Double Tumbler Holder.
Dayton Manufacturing Company.

Fig. 1586 — Tumbler Holder.
Adams & Westlake Com-
pany.

Fig. 15s/ — Basin
Bushing and
Plug for Over-
flow Bowl.

Adams & Westlake Company,

Fig. 1589 — Basin
Bushing and
Plug.

Figs. 1590-1604 LAVATORY AND DRINKING FOUNTAIN DETAILS.

701

'uM.

Fig. 1593 — Tail Fig. 1594 — Turn-
Coupling for bier Holder and
Alcove Faucet. Drip.

y\dams & Westlake Company.

Fig. 1590 — Com- Fig. 1591— Chain

pression Faucet. Post or Stay.

Adams & Westlake Companj^.

Fig. 1592— Combination Hot
and Cold Water Faucet.
A. & W. Co.

Fig. 1595— Filler Cover. Jas. L.
Howard & Company.

Fig. 1597— Towel Rod Bracket. Day-
ton Manufacturing Company.

Fig. 1596— Soap Dish.
A. & W. Co.

Fig. 1599— Spud
Fig. 1598 — Soap Dish. Adams and Coupling.

8z Westlake Company. D. M. Co.

Fig. 1601 — Telegraph h'aucet. Dayton
^lanufacturing Company.

Fig. 1600— Tank
Waste Cock.
A. c^' W. Co.

Fig. 1602— Zane's Self-CIosing Bibb Cock. Fig. 1603— Stop Cock.

Dayton Manufacturing Company.

Fig. 1604 — Combination Hot and Cold
Water Faucets. A. & W. Co.

702

LAVATORY AND DRINKING FOUNTAIN DETAILS. Figs. 1605-1612

Fig. 1605— Toilet Rack. Adams & Westlake Company.

^LLLi^

Fig. 1608— Rack for Soiled Towels.
Jas. L. Howard & Company.

Fig. 1606 — Dental Lavatory. Day-
ton Manufacturing Company.

Fig. 1607— White Metal Drip Tra}
Jas. L. Howard & Company.

Fig. 1609— Comb and Brush Rack. Adams & Westlake Company.

Fig. 1610 — Corner Toilet Rack. Adams
& Westlake Company.

ei^s

Fig. 1611 — Washroom Pump and Soap Holder.
Dayton Manufacturing Company.

Parts of Washroom Pump, Fig. 1612.

A Pump Body 'cdtli Spout and Cylinder

B Nut for Attaching Body to Base

C Base

D Screws for Attaching Base to Slab

E Nuts for Attacliing Base to Slab

F Lever

G Rosewood Handle

H Handle Nut

I Rocker Arm

J Rocker Arm F^ivot Screzv, Upper

K Rocker Arm- Pivot Screzv, Lower

L Piston Rod

M Pisto)i Rod Pivot Screiv

N Piston Rod Shock Absorber (Leather)

O Piston Rod Stuffing Box Nut

P Piston Rod Stuffing Box Collar

Q Piston and Valve

R Piston Packing (Leather)

S Plunger

T Cylinder Head with Valve

U Cylinder Head Washer (Leather)

V Suction Pipe, with Coupling Nut and Strainer

Fig. 1612— Washroom Pump and Fittings. Jas. L.
Howard & Company.

Figs. 1613-1617 LAVATORY AND DRINKING FOUNTAIN DETAILS.

703

Fig. 1613— Water Alcove
Jas. L. Howard & Com-
pany.

Closed. Open.

Fig. 1614 — Metal Folding Lavatory. Dayton Manufacturinf
Company.

Fig. 1616— White Metal Lavato

ry and Water Cooler. Adams & Westlake Com

pany.

Fig. 1617 — Universe Liquid Soap Fi>
ture. The Watrous Company.

Parts of

Lavatory,

Fig. 1616.

1

Bowl or Basin

9

Supply Pipe to Compression

2

Slab

Faucet

3

Riser

10

Wash Basin Drain

4

Compression Faucet

11

Supply Pipe, Hot Water

5

Basin Valve

12

Supply Pipe. Cold Water

6

Combination Hot and Cc

Id

13

Tumbler Holder Drain

Water Faucets

14

Water Cooler

7

Soap Dish

15

Water Cooler Faucet

704

LAVATORIES AND DRINKING FOUNTAINS.

±*igs. 1010-10^^

Fig. 1618 — Folding Lavatory for Staterooms, .\dams
& \\'estlake Companj'.

Fig. 1620 — Section Through Push Button Faucet.
The A\'atrous Company.

Fig. 1619 — Folding Corner Lavatory. Dayton
j\Ianufacturing Company.

Fig. 1621— Double Compartment Water Cooler with Fig. 1622— Double Compartment Water Tank and

Removable Ice Container. Lavatory

Dayton ^lanufacturing Company.

Figs. 1623-1628

LAVATORIES.

705

Fig. 1623 — Enameled Iron Lavatory. Dayton Manufacturing Compan

pany.

Fig. 1624 — Enameled Iron Lavatory for
Postal and Baggage Cars. Dayton ilanu-
facturing Company.

Fig. 1625 — Section Througli White ?\Ietal Lavatory
Showing Tilting Lever Waste and Trap.

Fig. 1626 — \'itre(ius ^\dle Dental Lavate

Fig. 1627 — Section Through Vitreous Ware Lavatory
Showing Waste Attachment.

Fig. 1628— Double White Metal Lavatory.
The Watrous Company.

706

LAVATORIES.

Figs. 1629-1632

Fig. 1629 — White Metal Corner Lavatory.

Fig. 1630 — Vitreous Ware Corner Lavatory.

Fig. 1631— Vitreous Ware Lavatory. Fig. 1632— Vitreous Ware Recess Lavatory.

The Watrous Company.

Figs. 1633-1634

WATER SYSTEM PIPING.

707

TdCoo/er—

Fig. 1633— Plan of Piping for IVIen's Wash Room in Pullman Standard Drawing Room Sleeping Car.

■ToJac/ietsf
ions to Baker Heater in Pullman Standard Drawing Room Sleeping Car.

WATER SYSTEM PIPING.

Fig. 1635

Figs. 1636-1638

CLOSETS.

709

no 1

no. /-if~

i^JITH UPRIGHT H^nCJl-E

WITH SOiJ^RE J-Sy£^
F^Ofi S/Oe W/91-t- P(yL.L^

WITH CaRHEfi. LEvefi^

K /g" ^

/5"' 4

Dftf)I^J/^a /^OK /HCJ.O.SEO H^PPBR. f^OH /ryci,o&£.0 HoPf E«_

Fig. 1636 — Types and Dimensions of Duner Car Closets.

Fig. 1637 — Duner Enameled Iron Corner Closet
No. 3 with Tray to be Inclosed.

Fig. 1638 — Duner Combined Flush and Dry Closet
with Side Handle.

Duner Company.

710

CLOSETS AND DETAILS.

Figs. 1639-1643

Fig. 1639 — Toilet Paper Holder. Dressel Railway
Lamp Works.

Fig. 1640 — Americo Car Closet. The Watrous
Companj-.

Fig. 1641— Duner Closet with Side Wall Pull. Duner
Company.

Fig. 1642 — Section Through Americo Car Closet. Fig. 1643 — A\'ashometer for Flushing Closets.

The Watrous Company.

Figs. 1644-1650

CLOSETS AND DETAILS.

711

Fig. 164'1 — Duojet Closet, Showing
Arrangement of Jets. The Watrous
■ Company. 'V^^

Fig. 1645 — Americo Closet with Oper-
ating Lever on Side Wall. The
Watrous Company.

Fig. 1647— No. 32 Hopper. Adams &
Westlake Company.

Fig. 1646 — Enameled Iron Hopper
with Seat Raising Attachment.
Jas. L. Howard & Company.

Apron and Lid Partly Raised. Apion and Lid R used.

Fig. 1648— Protection Dry Closet. Adams i^ \\ esthke C. mpany.

Fig. 1649 — Floor Chutes for Car Closets. Dayton Manufacturing

Company.

Fig. 1650 — Duner Adjustable Enameled
Iron Hopper Tube. Duner Com-
pany.

712

CLOSETS.

Figs. 1651-1654

Fig. 1651— Eckert Car Water Closet.

Fig. 1652 — Pennsj'lvania Dry Closet.

Fig, 1653— ^liami Dry Closet.

Fig. 1654— Rex No. 22 Dry Closet.

Dayton Manufacturing Company.

Figs. 1655-1662

LOCKS.

713

Fig. 1655 — Rim Night Latclies, Cylinder and Keys.

Fig. 1657— Cabinet Lock, Keys and Master Key.

Fig. 1658 — Cabinet Lock and Keys

Fig. 1659 — Cabinet Locks, Keys and Master Keys.
Yale & Towne Manufacturing Company.

Fig. 1660— Square Door Bolt
and Keeper.

Fig. 1661— Flush Door Bolt.
Adams & Westlake Company.

Fig. 1662— Barrel Door Bolt
with Bent Staple Plate.

714

LOCKS.

Figs. 1663-1675

Fig. 1663 — Sliding Door Hasp and Staple Fig. 1664 — Sliding Door
for Mail Car. Hook and Button for

Baggage Car.
.'\dams & AVcstlake Company.

Fig. 1666 — Cupboard Catches and tioits. Adanis &
Westlake Company.

Fig. 1667 — Refrigerator Catches. Russell & Erwin
INlanufacturing Companj-.

©•

^"^M

■J^^^ ^^^^K^^N

^I^W w

O

Fig. 1668 — Bag-
gage Car Door

Latch. Adams & Westlake Company

Fig. 1669 — Cabin Door
Hook and Button.

Fig. 1671 — End Door Lock. Dayton Manufacturing Company.

o

Fig. 1665 — Rim Sash Lock.
Russell & Erwin JNIanufac-
turing Company.

Fig. 1670— Rim Knob Lock. Russell &
Erwin Manufacturing" Company.

i

Fig. 1672 — Sliding
Door Lock. (Pa-
tented.)

Fig. 1674 — Vestibule Door Mortise Latch. Dayton
Manufacturing Company.

Fig. 1673— Door
Top and Bot-
tom Latch
Jas. L. Howard & Company.

Fig. 1675— Sliding Door Lock (Patented) Which
Latches Door Either Open or Closed. Jas. L.
Howard & Company.

Figs. 1676-1684

LOCKS.

715

Fig. 1676 — Kirby's Car Door Lock. Dayton Manufacturing C(

mi)any.

Parts of Car Door Lock, Fig. 1676.

A Inside Door Knob E and F Jioor LnUh Rose K Coupling Sleeve

A' Shank G Loel; Xut L Outside Knob

B Spindle H Inside Shell M Ratchet Bolt

C Sleeve I Back Plate P Shank facing

D Outside Sleeve Collar J Latch Pull Q Latch Bolt Facing

-.

3 0

(^

^^

^ . \?^'-::,:

^4 (?>■

Fig. 1677 — Combined End Door
Lock and Night I..atch. Dayton
Manufacturing Company,

w

PP

i

m

m

i

Fig. 1678 — Rim Knob Lock, Keeper and Escutcheon.

Fig. 1679 — Rim Knob I-ock, Keeper and Escutcheon.

Russell & Ervvin ilanufacturing Company.

Fig.

1680— Dou

Mortise

Company

ble Flush Handle Saloon Door Fig. 1681— Sliding Door Latch. Fig. 1682 — Two-Bolt Lock
Dayton Manufacturing Dayton iManufacturing Com- and Details. Jas. L.

pany.

Loc

lloAvard & Company.

Fig. 1683 — Double Flush Flandle Saloon Door Lock
and Keeper.

Adams & Westlake Company,

Fig. 1684 — End Door Lock, Keeper and Escutcheon.

716

LOCKS.

Figs. 1685-lb95

Fig. 1685— Motorman's Cab Door
Lock No. 48. Jas. L. Howard &
Company.

Fig. 1686— Sliding Door Fig. 1687— Sliding Door Mortise

Latch. Latch.

Dayton Manufacturing Company.

M-] -■91

Fig. 1688 — A^cstibule Door Latch and Keeper.

Fig. 1689— Platform Vestibule Door Latch, Handles

Adams & Westlake Company.

and Keeper.

Fig. 1690 — Extra Long Saloon Door Lock and
Keeper. Adams & Westlake Company,

Fig. 1692— Vestibule Door Bolt. Adams & Westlake
Company.

Fig. 1691— Vestibule Trap Door Latch and Pull.
Daj'ton Manufacturing Company.

Fig. 1 694 — Vestibule
Door Mortise Latch,
Dayton Manufactur-
ing Company.

Fig. 1693— Vestibule Trap Door Latch. Dayton
Manufacturing Company.

( ■'•'

pig_ ..«. r^__ -n^^, ,^,,^ n„.;„„ K O. M.

Figs. 1696-1699

TRAP DOOR LOCKS.

717

Fig. 1696 — Trap Door Lock, Design H, Showing Door Locked

Down.

Fig. 1597 — Trap Door Lock, Design H.

Fig. 1698— Trap Door Lock,
Design B.

Fig. 1699 — Trap Door Lock, Design H, in Operative Position.
Latcli is Witlidrawn and Starting Device Forcing Door Open,

O. M. Edwards Company,

718

BAGGAGE RACKS.

Figs. 1700-1705

1©

Fig. 1700 — Removable Bottom Basket Racks. Adams & Westlake Company.

Fig. 1701 — Removable Bottom Basket Rack. Adams
& Westlake Company.

Fig. 1702 — Continuous, Removable Bottom Baggage
Rack Xo. 55. Jas. L. Howard & Company.

Fig. 1703 — Continuous Baggage Rack No. 61. Jas. L. Howard & Company.

Fig. 1704— Rod Basket Rack with Fi.\ed Bottom and Back Rod. Length, 62 in.; Width, 12-J4 in. Dayton

^lanut'acturing Company.

Fig. 1705— Basket Rack No. 184 for Flat Surface. Dayton Manufacturing Company.

Figs. 1706-1710

BAGGAGE RACKS.

719

Fig. 1706 — Rex Rod Basket Rack and Removable Bottt

Fig. 1707 — Rex Wire Cord Basket Rack with Removable Bottom. Lengtli of Section, 36 in.; Width, 12i/2 in.

Fig. 1708— Cast Basket Rack with Fixed Bottom.

^^^r

Fig. 1709— Rod Basket Rack. Length, 4S,'< in,; AVIdth, UV. in.

Fig. 1710— Rod Basket Rack, Length, 48 in,; Width, 11 in,
Dayton Mannfactnring Company.

720

POSTAL CAR DETAILS.

Figs. 1711-1712

Filling Valve

TABLE OF CAPACITY

She of Mail Apartment

Capacity of TanA

40 -50-60 FeetAparfmenf

40 Gallons orOfer

50 -

15

IS-ZO-iS ■'

ZO - ■• ••

8-IO-li -

15 " - . -

NOTE: Where dry tioppers are used
ahofe capacity may be reduced 50%

Section A-A

' lii +

ill I '©'

%

1
1

. 1

1
1

^

_..

k- ///--.

5-

Fig. 1712— Postal Car Fittings.
United States Government Specifications for Postal Cars.

Figs. 1713-1714

POSTAL CAR DETAILS.

721

t-l — 1

>

>

1 ■ *

+U — ■

i

Section B-B

-tS'B----^

Portable Bin
NQJl Wood construction preferred
rnetal acceptahte

Fig. 1714 — Dumping Tray, Distributing Table and Step Ladder.
^' '■ • ^- Government Specifications for Postal Cars.

Front View
Dumping Tray

722

POSTAL CAR DETAILS.

Figs. 1715-1716

Drill and Cs'k for
4N0. 14 Screws

iV/re Neifin^ ,

28Mesh or Equiyalent\-%%

Window 6uard Bracket
Cast Steel or Equivalent

To Suit Construction of Door Opening-

:^^

^ Pouch Catcher Bracket

Safety Bar and Brackets

NOTE-' 4pipe with fipe capon one end
and tbrted end mce on other, end
car and road J^an be suhstifuted for solid 1^' rod .

To surf width of

'(—

l\

jp— »™l

5

.1 J.

1 1

1 J.

II >^

JL >a 'S

-y-^ \

-,

»K —See Floor Plan

Wl

\W I

Metal Outside Protection Bars.

NOTE- Metal bars applied only to windows
located less than two feet from door
opening to nearest edge of window.

-13- — ^ ^--3^4-^

Wood Inside Protection Rods.

NOTE- Applied fo all windows,
vertical if desired.

6ah: [ron-^

Pouch Catcher Arrangement " " ^ .

Fig. 1715 — Pouch Catcher. Window Protection Bars and Mopper Deflector.

Hopper
Det^ lector

f-'-Sfa-

I j<"'l enqth of hasp fo suit
!_i contour of post

<I

Door Oukide Flush Hasp

J '/ i.No.i? Oak Iron

"^ If '^} secured b/5crewi^

'' ■>. i. ■? I

NOTE- Sleel consf ruction,
inside dimensions
to be followed

Slif? and Scheme Case
Poplar or ecfuiyalenf preferred
neial acceplahle

Stanchion Top Socket

Stanchion Floor Socket

Stanchions

Fig. 1716 — Door Hasp and Latches, Stanchions, Rake, Safety Rod, Slip Case and Label Box.
United States Government Specifications for Postal Cars.

Figs. 1717-1718

POSTAL CAR DETAILS.

723

Mall Iron

Malleable Iron

Same Pattern Both End:>

IZ3J L-- ,-

4^

]

1. 1

---

i 1-
1^

v;::::^pj:^"::'

■A

, 4@] -^

\j

^

c

) i

D

\

■^iH~^---i

SI

Pedestal Typical Construction

Pedestal- Typical Construction

I

m

Malllron

Arrangement for Center fixture

5ectionB-B

Pedestal Base Plate

Fig. 1717— Pedestal, Center Rod and Details.

i

1

r—;^

4"

K

V ^

--H-i---'

._,

_I7"*

J t

-^-/F-^

-^-^->i(

' •^■J^

) .

L,

--^-^----

~-t^

tr^ ■ j^-— — ::::x----~ — -

■...

1

ts

,-S|

011 ~"

^ — 1

h 1

I "

ki--' --/(7---f j

--")""

i: (^') ( ^^^

I a

'<L- u--^-~i-^-<(f--

^jMlf.^

iiL-/'-^ ( if -

]

jj ' U— ^-{,'.i-.-7i--

--^f

-i^J,l

Loner row to l^ai'ecrJyfi: shock perron
AH other bottoms fobepertorafsdcs

bock perforal ions,
'.homi

7i—-{--',-^f—-y-

*-? --^

~

J

Standard Letter Case

-'Brass or Long Leffer Case
^i-i^ ■.5teel5pnng
"■''aiI^j // ahel -holders to be of an appro red

Steel Wood
Designs for Parfifions.

Details of Ifeqister Long LeHer and Standard Leifer Cases Anvofi^eaioiedesimsare

Other types ifconstructionacceptatleirhiohmeettheahoyerafwremenfs. accepfMefor letter case partitio,

Fig. 1718 — Register and Letter Cases.

United States (jovernment Specifications for Postal Cars.

724

POSTAL CAR DETAILS.

Figs. 1719-1720

NOTE -Bridges and
Disfribufing table same
size for all widfhs of car

Center sfand attached to floor plate
by thumb bolts or other device so
as to be easily removed

. _, Center Line of can _

^--i — z'-ej

* ^yDimensions underscored
"^^ame for all widths of cars

4-JO'^^

, Label Holder Mail Bag Hook

-5-0

4-IOk-

t=^^ilf:^^=i^^^i^=^^:t^^^=^

- 6-0-

m

, ^. — tM

'^ NOTE Paper bag rucks must be one i
the types approi^ed by the general
superintendent of the R.M.5.

5-li'

Mail Bag ffack
Number and length of Sections to 5ult Floor Plan

For_3-0^ widlh of car-'
This dimension i^aries
with the mdfh of car

Mail Bag Hook
Malleable Iron

Label Holder
Secure lopipe with No.lE round head machine scre^vs
head soldered oyer or rivefed through pipe

In 5-0 "sections 5 label holders should he applied
on rod No.l and 5 on rod No? with hooksto correspond

Fig. 1719— Mail Bag Rack and Details.

Bridge Hook
Malleable Iron

not mandatory

j^^__.^

/^17t--?£?'--"'f^-

'Space for
Steampipes

of

Bridge Bracket
Malleable Iron

Front View
Portable and Stationary L e ffer Cases, Distributing Table, Drawers
and Portable Birrs for 60 ft Mall Can Portable Case Side. Modify to
suHBOftCan 40ft Car and 40 ft Auartment

Fig. 1720 — Letter Cases and Bins for Portable Case Side of 60 ft. Car.
United States Government Specifications for Postal Cars.

Figs. 1721-1722

POSTAL CAR DETAILS.

725

Paper Bo/ Label Holder

f:::.:*:

Jl

T^

'

+ 4

J p

TP'

,1

IX

-4i-

T

Grill or No. 14 r-, ,--.

WirsNetfinq J [ | b,

Paper Boxes - Wood Construction

\

' 1

-~~\

r~

O

"'

r~

■"-

T

p

i-

J

_

"dl

-

^iif

]>'

-^^

4

P

-^

r\ r\

pi ^1 r~

o '^r~^ i

m

€-

+-

//

-+

/;?

-^

"^

u u u u u u.;jj li

Paper BoABS- Sf eel Construction

Contour to suit car

Hole- See floor plans for
number and arrange
\ ment of paper botes
Harrow boxes have
same construction and
contours. Thisdrvwing
shows typical constn/c-
tion. Eguivalerrt de-
signs accep fable.

Fig. 1721 — Construction of Paper Boxes.

Frame Covered wifh
//.' /No-8DuckCanvas

i'R;

t

, J. ,

Hi \

J- .

. 1

->

f

Se

'Jion

D-D

A ,■

\i"^-^ Applicah'on of Screen
5 ^U ^. fo f^aper Case

Floor Line-''
Aliernaie Secf/on A-A
Fig. 1722 — Wardrobe and Miscellaneous Details.

United States Government Specifications for Postal Cars.

726

POSTAL CAR DETAILS.

Figs. 1723-1724

Plan of Shelf %"

^j Clearance befy/een fahle
mould and door

/iJ:-V» Section A-A

6a Iv Iron' \

'A-\ i

■ TTi nnvt.L

front View

'/5 Clearance l?et>veen
lioftom and door ffegister Cage

Fig. 1723 — Construction Details of Register Cage.

1

1

"1

'-^

/\/\

S'm

.....,.,.,. J

f ^';
^'' 1

Tf

1^ _

Section B-B

'TWHii

Plan

-ii-

■■% , ,.Wirem!ltlnalloJI-i"(irHo.liW\
^:x^~ -^-meshgafyafier weavinq

SecHon *

■---: TlJ^ -.

Hanging Screen for Register Case
ana Lerler Cases inofherthanGO'Cars

Screw eye secured fo case —"i^^^LuL

rr

3_Stee/ loose;"
Joinf butts "'-i

Locate duplicate hooks
adjoining door shields in

screens when not in service

IVIre netting /to. 18 -4 mesh t.

orMo.l4~j''mesh.

6a I y after weay/ng

Seclion

Front View
Letter Package Box for Apartment Car

Hinged Screen for Register Case in 60 Cars

NOIf Typical construction See floor
plantar sizes and arrangement

/ p v , I , -. V , /Vi^/f ■■ This drawing shows typical construction

-IC Centers -^ dc Centers for steel box. See Jloor plans tbr sizes and

arrangement May be of wood construction
ifoi^erall dimensions permit

Spnna'

Fig. 1724 — Screens for Register Case, and Letter Package Box.
United States Government Specifications for Postal Cars.

Figs. 1725-1727

POSTAL CAR DETAILS.

727

Side View of Case y^ith^iecfi'ons of Casfinqs Portable Letter Case Hangers

Section A-A

Fig, 1725 — Letter Cases, Letter Table Drawer and Registered ^lail Cage.

Storage for

'iqisferc

■creens

Section A-A '^^ Front Vie^ ?f ^-*i-'^-J^«

'. 1 5Xw /fl? tt?« >'^''/a^cI, . Letter Cases. Registered Mail Cases. Disfribufing TaUes. Registered Maii Cage.

ZrLuitaTnl^hfJerli^A Drawers and \rial,ie Bins for ^01f Mali Ciirlfeqister^d t^aii Case Sidl

tXt'Jl^nr'aar^ZfS. Modify to suit SOU Car end 40 ii. Car

Heater pipe screen not needed-'
t>etiind dratver case

Fig. 1726 — Letter Cases and Bins for Registered Mail Case Side of 60 ft. Car.

H'-H-H-HH-^^i^f

--^"h-2^4

■HH'

-f-l

POST oni^ioE

Fig. 1727 — Outside Lettering. The Words Are Required as Sliown. Tlie Design of Letters is to

Harmonize with the Other Lettering on the Car.
United States Government Specifications for Postal Cars.

728

POSTAL CAR DETAILS AND CAR WINDOWS.

Figs. 1728-1732

/

f

fH

1'

IE

-f -^'

;i

^

t''~'P^

e

■» ■5paixfo'- fei_
fteaierPipes mn^—.

'ecfion A-A Side Viev

Leffer Oasts, Package 'Bores. Distribuiing Table. Druiyers and
Reisishnd Mall Caq&s InJO Fed Aparimenf. Modify to
'~iM ^oor phtis ibr other afarfme/rt cc~'

Fig. 1728— Letter Cases, etc., in 30 ft. Apartment.
U. S. Gov't Specifications for Postal Cars.

Fig. 1729 — x\rt Glass Oval Sash, with Ventilator, for
Saloons. Adams & Westlake Company.

Fig. 1730 — Art Glass Deck Light. Adams & Westlake Company.

Fig. 1731— Brass Sash for Wooden or Steel Pas- Fig. 1732— Beadless Type of Brass Sash with

senger Train Cars. Narrow Rail.

I'^orsyth Brothers Company.

Figs. 1733-1738

WINDOWS AND FIXTURES.

729

Bottom Strip as Applied Strip as Applied to Outside Strip as At-

to Old Car. Double Sash. tached to Corner

Stop; and Dust De-
flector.
Fig. 1733— Acme AVeatherproof Window. Acme Supply Company.

Fig. 1734 — Window
Equipped witli Asco
Weatherstrip. Acme
Supply Company.

Fig. 1735— Dust and Cinder Deflector. Acme Supply Companj

For Doors. For Windows. For Doors.

Fig. 1736— .^sco Weather Strips. Acme Supply Company

: ^Bottom Strip

Sash ||, s-'-Tifrn ^

lii^

mm^

Bottom Strip

\

Section

■" Fig. 1738— Application of Detroit Metal Weather

Fig. 1737— Detroit Metal Weather Strips. Strips.

Frost Railway Supply Company.

730

WINDOWS AND FIXTURES.

Figs. 1739-1745

1

Q-

=4 f

I

Fig. 1739 — Window
Dust Guard or De-
flector.

Fig. 1740— Caldwell
^Yindow Sash Bal-
ance.

w

Fig. 1741 — Section
Through Monarch
Metal Weather Strip.

Fig. 1742— Jlonarch Metal Weather Strip. Monarch
Metal Weather Strip Company.

Single Rubber,

Creased.

Flat Back.

Oval Back.

Fig. 1743— Metallic Rubber Weather Strips. D. M.
Bosley Company.

Fig. 1744— Section Through Double Hung, Hollow
iletal Sash, Showing Application of Monarch
Metal Weather Strips. Monarch Metal
Weather Strip Company.

Fig. 1745— Brown Metallic Window Strip. Metal
Plated Car & Lumber Company.

Figs. 1746-1750

WINDOWS AND FIXTURES.

731

For Steel Construction. For Wood Construction.

Fig. 1746— Side Weather Slriiipint;-.

Fig. 1747 — Edwards \\ edge Lock and Bevel Stop
Bar as Used Without Roller Sash Balance.

Fig. 1748 — Edwards Wedge Lock and Bevel Stop Bar
as Used with Spring Roller Sash Balance.

Fig. 1749 — Edwards 13-0 Sash Lock with Phantom Fig. 1750— Edwards 13-C) Sash l^ock with Phantom

View of Stop Bar as Used Without Roller View of Keeper Plate as Used with Roller

Sash Balance. Sash lialance.

O. M. Edwards Companj-.

732

WINDOWS AND FIXTURES.

Figs. 1751-1756

Fig. 1751— Edwards All-Metal Sash Balance. O. M. Edvrards Company.

I
t:

iz

Fig. 1752— Sash Lock
No. 22-28 and Stop
Bar. O. M. Edwards
Company.

Fig. 1754— Sash Lock Xo. 50-1 and Stop
Bar. O. M. Edwards Company.

BsiiWH

Fig. 1755 — Perfection Sash Balance. General Rail-
way Supply Company.

Fig. 1753 — Top View Showing No. 7 Wedge Lock
and Stop Bar jMounted on Sash. O. M.
Edwards Company.

Fig. 1756 — Top and Bottom Weather Stripping.
O. M. Edwards Company.

Figs. 1757-1761

WINDOWS AND FIXTURES.

733

^'■\M7^J!^^^^i "-■^Vl T ■

R

liiiiiii

'.-i — [

m^^''*i

■1-4-1.-

u

51

IRE •i-^HESn'?

:k^

BiVw in JTOP.'

scnvECn Posts. jb^"—

Ply?

i £

Fig. 1757 — Imperial Car Window Screen. General
Railway Supply Company.

Fig. 1758 — Xational Sash Lock and Rack-
Lock "VVasher Company.

National

Fig. 1759 — National Sash Balance with Belt Attachment.

Fig. 1760 — National Sash Balance with Chain Attachment.

• lational Lock Washer Company.

Levers Compressed.

Fig. 1761— National Sash

Lock.

734

WINDOWS AND FIXTURES.

Figs. 1762-1764

Fig. 1762— Universal Metal Roller Sash Balance
with Positive Chain-Adjusting Connections.

Fig. 1763-Section Through Windows Equipped with Fig. 1764-Windows Fitted with Universal Weather

Universal No. 70 Extension Sash Lock. Stripping and No. 80 Sash Lock.

I\IcCord ^lanufacturing Company.

Figs. 1765-1768

WINDOWS AND FIXTURES.

735

Fig. 1765 — Universal Stamped Bronze Flush Con-
tinuous Gravity Wedging Sash Rack and Cast
Bronze Individual Sash Stops for No. 10 Lock.

Fig. 1766 — Universal Sash Bead and Sash Lock as
Applied with Wood Screws to Unixersal
Copper Insulated Sash.

Fig. 1767 — Universal No. 20 Wedging Sash Lock

and Rack, and Bottom Weather Strip Applied Fig. 1768— Universal Top and Bottom Channel-

to Wooden Sash. Holding Weather Strips.

McCord Manufacturing Company.

736

WINDOWS AND FIXTURES.

Figs. 1769-1773

For Diiuble Sash Window.
Fig. 1769— Insulated Copper Adjustable Sash, with Weather Strips, IMetal Stop Casings and Parting Strips.

Fig. 1770— Universal No. 5 Es
tended Sash Lift.

Fig. 1771 — Universal Side Weather Stripping and No. 20 Wedging
Sash Lock and Rack Applied to Wooden Sash.

•taw )

yp

Fig. 1772 — Universal Adjustable Chain Connection

as Applied for ^Adjustment of Universal Metal Fig. 1773 — LIniversal Bronze Continuous Flush Sash

Sash. Stop Rack with No. 10 Gravity Sash Lock,

McCord Manufacturing Compa;!v.

Figs. 1774-1779

WINDOWS AND FIXTURES.

737

-^

o

Fig. 1774— Universal No. 15 Flush Sash Lift. McCord
ilanufacturing Company.

Fig. 1775— Universal No. 10 Gravity
Wedging Sash Lock and Rack.
McCord Manufacturing Company.

CJC

^

Fig. 1777 — Hagel Combined Sash Lock
and Lift. Dayton Manufacturing-
Company.

Fig. 1776— No. 177 Lock Applied to Sash. Dayton
^Manufacturing Company.

Fig. 1778— Universal No. 20 Sash Lock
and Rack. McCord Alannfacturing
Company.

ii y

'm

Fig. 1779 — Ardee No. 199 Lock 2'\pplied to Sash. Dayton Manufacturing Compan>

^^

738

WINDOWS AND FIXTURES.

Figs. 1780-1788

Adams & Westlake Company.

Jas. L. Howard & Company. Adams & Westlake Company.

Fig. 1780— Mortise Sash Lifts.

n^

V

Fig. 1781 — Sash Lifts. Dayton Manufacturing Company.

Fig. 1782 — Window Sash Locks. Jas. L. Howard & Company.

I

^

Fig. 1784 — Sash Lock Racks or Stop
Bars. Dayton Manufacturing Com-
pany.

A.&W.Co. A.&W.Co. D. M. Co.
Fig. 1785— Window Blind Pulls.

m

Fig. 1786— Sash
Lock Racks.
A. & W. Co.

Fig. 1783— No. 83 Ratchet Sash
Lock and Stop. Jas. L.
Howard & Company.

Fig. 1787— Xo. 763 Sash Lock. Adams &
Westlake Company.

Fig. 1788— Sash Locks. Adams & Westlake
Company.

Figs. 1789-1798

WINDOWS AND FIXTURES.

739

a#

'1 Fig. 1789— AVindow Blind Bolts.

Adams & Westlake Company.

Fig. 1790— End Doo. ^.

Ratcliet Plate. Pivot and Ratchet Bolt.

Pig. 1791— Monitor Deck Sash Pivot and Ratchet
Catch. Dayton Mannfacturing Company.

Fig. 1792 — Sash Ears. Dayton Manufacturing
Company.

Fig. 1795— Hart's Com-
bined Deck Sash
Ratchet, Pivot and
Fig. 1794 — Eclipse Deck Sasli Ratchet. Stop. Dayton Manu-
General Railway Supph- Comi)any. facturing Company.

Fig. 1793 — Acme Deck Sash and Fixture. i\cme
Supply Company.

Fig. 1796 — Hart's Deck Sash Ratchet Applied to
Deck Sash. Dayton Manufacturing Company.

Windows Closed. One Window Open. Opener Complete.

Fig. 1797 — Mansfield Deck Sash Opener. Adams & Westlake Ciimpany.

Fig. 1798— Deck Sash
and Transom Open-
ers. Dayton Manu-
facturing Company.

740

WINDOWS AND FIXTURES.

Figs. 1799-1806

H=eBs

jUt,.IJiH.,IJJ|LI|ll

Fig. 1799 — Deck Sash Openers. Adams & Westlake
Company.

Fig. 1800— Deck Sash Pulls. Adams & Westlake
Company.

Fig. 1801— Pullman Deck Sash Pivot and Ratchet
Catch.

Lower Ratchet Upper Ratchet Clamp.

Plate and Ratchet Pivot.

Spring. Plate.

Fig. 1802 — ^lorgan .Vutomatic Deck Sash Pivot and
Clamp. Adams & Westlake Company.

Fig. 1805— Universal Malleable Deck Sash Ratchet. McCord
^lanufacturing Company.

A. & W. Co. Jas. L. Howard & Co.
Fig. 1806— Deck Sash Pivots.

Figs. 1807-1817

WINDOW AND SHADE FIXTURES.

741

Fig. 1809— No. 86 Forsyth Roller Tip Fixture.
Curtain Supply Company.

Fig. 1807 — Continuous
Deck Sash Opener.

Fig. 1810— Styles of Grooved
Construction for Use with
Ring Curtain Fi.\ture. Cur-
tain Supply Compan)'.

Fig. 1811 — Ring Fixture Mechanism with Tip in
Holding Position.

Fig. 1812 — Ring Fixture Mechanism with Tip in
N on- Holding Position.

i a -

^ Fig. 1814 — Keeler Eccentric Curtain Fixture.

y y / /^

Fig. 1813— Rex Sash Balance.

Fig. 1815— Roller Brackets No. 63.

Fig. 1816— Roller Brackets No. 67. Fig. 1817— Roller Brackets Nc 60.

Curtain Supply Company.

742

WINDOW SHADE FIXTURES.

Figs. 1818-1820

Fig. 1818 — Rex All-Metal Roller Showing Internal Construction and External Plug.

Fringe.

Leather.

Leather.
Fig. 1819— Types of Flap Curtains

t *

'""' r[[ - 1 I

•laajj

•VVmMltWM IDHMMWWJIW" ■"W

Fig. 1820— Curtain Equipped with Rex All-:Metal Roller.
Curtain Supply Company.

Figs. 1821-1826

SHADES AND FIXTURES.

743

Fig. 1821 — Curtain Equipped with National Cam Curtain Fixture, National Lock Washer Company.

Fig. 1822 — National Cam Curtain Fixture. National Lock Washer Company.

Friction Curtain Roller \ c m e ■'^'S- ^^^^ — National Cam Curtain Fixture with Pinch Handles Com-
Supplv Company pressed. National Lock Washer Company.

f

h

■

Ifl^

miiaiMU i

■■■

^}M^-->^'-

„a^^

..^^iS....,^^ ....L.

Fig. 1825 — Tuco Rack Curtain Fixture. Fig. 1826 — Tuco Friction Curtain Roller and Fixtures.

Acme Supply Company.

HINGES

X' IfciSi. 10^/-J.o41

Fig. 1827— Miscellaneous Plain and Spring Hinges. Dayton :\Ianufacturing Company.

c

0

o

o

0, :

0

.:Q:i

o

0?

Fig. 1829— Loose Fig. 1830— Double Fig. 1831— Table

Q Washer Base. Ball Guide. J ° ^ " ' ^ " " ^'^t'"-? Spring Hinge. A. &

Hinge. R. &E. Hinge. A. & W. Co.

Fig. 1828 — Loose Pin Butt Hinge with Ball Bearing Mfg. Co. W. Co.
Washer.

Adams & Westlake Company. Dayton Manufaeturing Company.

Fig. 1832 — Brass Covered Vestibule Door Hinges.

Fig. 1833— T Hinge.

1.

.^,H

^

^"

IT — ~Zi

■■:<*.-

■

r>r

':.€:. •

rl..P:

Fig. 1834— Riveted Joint Butt
Hinge.

Fig. 1835 — Offset I^iveted Joint
Butt Hinge.

Fig. 1836 — Pocket
Hinge.

Fig. 18 3 7 —
Rabbeted
Door Hinge.
A. & W. Co.

Fig. 1838— Distributing Table Hinge Fig. 1839 — Lamp Fig. 1840— Refrigerator Door Fig. 1841— Lamp
for Postal Cars. D. M. Co. House Hinges. D. Hinge. D. M. Co. House Hinge.

M. Co. D. M. Co.

Figs. 1842-1849

Jas. L.
Howard &
Company.

SIGNAL CORD HANGERS AND FITTINGS.

745

Dayton Manufacturing Company.

Adams & West)ake Companj

Fig. 1842 — Signal Cord Hangers.

Fig. 1843 — Signal Cord Bushings. Dayton Manu-
facturing Company.

Fig. 1845— Over- Fig. 1846— Corner
head Guide. D. Guide. A. &
M. Co. W. Co.

Fig. 1847 — Side

Pulley Guide.
A. & W. Co.

A. & W. Co. D. M. Co.

Fig. 1844— Angle Signal Cord Guides.

Fig. 1848— Signal Cord Couplings. Samson
Cordage \Vorks.

i'*»"»'™>*gfc*g&MKaMaiBi

iiii^iiiS m^^\4sihMtkM^\^iaiMAi\t{^iM\

Fig. 1849— Signal Cords. Samson Cordage Works.

746

COAT AND HAT HOOKS.

Figs. 1850-1856

Fig. 1850 — Miscellaneous Coat and Hat Hooks. Dayton Manufacturing Company.

D. M. Co. ."Vdams & Westlake Company.

Fig. 1851 — iliscellaneous Coat and Hat Hooks.

'JL*'

Fig. 1853— Ceiling
Hook. R. & E.
Mfg. Co.

Fig. 1852 — Coat and Hat Hooks. Russell & Erwin Manufacturing Company.

Fig. 1854— Ward-
robe Hook. R.
& E. Mfg. Co.

Fig. 1855— Folding Coat Hook. Adams & Westlake
Company.

Fig. 1856— Window Rod Brackets. Adams &
Westlake Company.

Figs. 1857-1869

MISCELLANEOUS CAR FITTINGS.

747

Fig. 1857— Curtain Rod
Bushings.

Fig. 1858 — Curtain
Rod Bracl<ets.

Fig. 1859 — Curtain Kings.

Dayton Manufacturing Company.

Fig. 18 6 0 —

Towel Rod
Bracket.

Fig. 1861 — Curtain Rod Bracl<ets. Fig. 1862 — Curtain Rod Bushings.

Dayton iVIanufacturing Company.

Adams & Westlake Company

D. M. Co. Adams & Westlake Company.

Fig. 1863 — Window Rod Brackets.

"

S

^^m

£

3

©p SK^

E

S

^S

^

a

iS

©

a

SS;^^

s

s

s

SS

^^

©

3^

^

^

K®

ss

i®

s

s

£^

^fe

^

3

E

s

aS2£

w^

'i:i^Bi^Sli^lim§{-

Fig. 1867 — Window
Guard Rod Bracket.
A. & W. Co.

Fig. 1864— Window Rod
Bracket. A. & W. Co.

A. & W. Co. D. M. Co.
Fig. 1865— Door Handles.

Fig. 1866— Cast Grilles.
A. & W. Co.

Fig. 1 8 6 8 — M i r r ( . r

Frame. D. M. C(i.

Grilles for Vestibule Doors.

To Cover Heater Pipes. For Vestibule and For Door.

King Pin Plate.
Fig. 1869 — Ornamental Cast Work. Dayton Manufacturing Company.

748

MISCELLANEOUS CAR FITTINGS.

Figs. 1870-1882

SMOKING ROO^

Size, 2 by 65-2 ins. Size, i^i b}' 115x ins.

Fig. 1870— Notice Plates. Adams & Westlake Company.

r£OTLI.Mi:i^

ffiiffiafiw

Size, ZVs by 11 ins. , Size, 2.H by SH ins. Size, 2.}-^ by 9 ins.

Fie. 1871 — Notice Plates. Dayton INIanufacturing Company.

Fig. 1873— Spittoon. Dayton
Manufacturing Company.

Fig. 1874— Cast Spittoon.

Fig. 1875—
Pen Rack.
D. M. Co.

Fig. 1872 — Veneered
Wood Panel.

Fig. 1877— Paper, Envelope and Ink Rack. Dayton
Manufacturing Company.

Fig. 1878— Match Strikers. .Vdarns & Westlake Company.

Fig. 1876— Telegraph Blank Rack
Adams & Westlake Company

Jj) Fig. 1881— Ash Re-
ceiver. A. & W.
Co.

Fig. 1879— :\Iatch Box Holder and Match
Safe. Adams & Westlake Company.

1880 — Cigar and Ash Receiver.

Fig. 1882 — Match
Striker and Cigar
Holder. A. & W.
Co.

Figs. 1883-1891

SIGNAL LAMPS AND FITTINGS.

749

Fig. 1883 — Marker or Tail T.amp Brackets. Armspear ^lamifacturing Company.

Fig. 1 8 84 — Combination Fig. 1 8 8 5 — x-Vdjustalile Fig. 1886— Flag Holder. Fig. 1887 — ^lica Lantern

Lamp and Flag Socket. j\(arker Arm. Peter Dressel Radway Lamp Globe. Storrs il i c a

Armspear 2\Iannfactur- Gray & Sons. Works. Company,
ing Company.

Parted Lamp.
[t\ Bracket.

Lamp Bracket,
Adjustable.

Solid Lamp
Bracket.

Top Support
Bracket.

Set Screw
Bracket.

Corner Sockets

Fig. 1888 — T,amp and Flag Holders. Adams & AVestlake Company.

Fig. 1890— Automatic Deck Ca-
Fig. 1889— Platform Tail Lamp with Upper Draft boose Lamp with Externally

Ventilator and 8 in. Lens. Controlled Color Changes.

Dressel Railway Lamp Works.

Fig. 1891 — Flag
and Lamp
Socket.

750

SIGNAL LAMPS AND FITTINGS.

Figs. 1892-1899

Fig. 1892— Dressel Low
Burner with Flame
Spreader.

Fig. 1893— Dressel Steel
Guard Lantern with
Lard Oil Burner and
Detachable Base.

Fig. 1894 — Combination
Tail and Route Signal
Lamp.

Dressel Railway Lamp Works.

Fig. 1895— Tail Lamp with
Detachable Base.

Fig. 1896 — Armspear Bottom Fig. 1897 — Armspear
Draft Method for Marker Flat Flame Field

Lamps. Long- Time Burner.

Fig. 1898— Armspear Caboose Deck Lamp. Fig. 1899— Armspear Outside Adjustment Lantern.

Armspear Manufacturing Company.

Figs. 1900-1907

SIGNAL LAMPS AND FITTINGS.

751

Fig. 1900— Armspear Plat-
form Tail Lamp. Arm-
spear Manufacturing
Company.

Fig. 1901— Straight Body Fig. 1902— Three Lens Fig. 1903 — Section
Steel Marker Lamp. Marker Lamp. Peter Through Round Body

Armspear Manufactur- Gray & Sons. Lamp Showing Top

ing Company. Draught Method. Peter

Gray & Sons.

Fig. 1904 — Platform Tail Lamp,

Fig. 1905 — Lupola ^larker Lamp.

Fig. 1906 — Caboose Deck Lamp. Fig. 1907— Chimneyless Burner.

Peter Gray & Sons.

752

SIGNAL LAMPS AND MISCELLANEOUS FITTINGS. Figs. 1908-1915

Fig. 1909— Caboose Tail Fig. 1910— Tornado Coach Fig. 1911— Double Wire

T,. ,n„o ,. , ,, , Lamp. Tail Lamp. Guard Lantern.

rig. lyus — Laboose Cupola .\ri-,„,„ o tit <-i i n

^ Adams i^ VVestlake Company.

Lamp.

-HI

k 4'i .^

Fig. 1912— ilissouri Pacific Tail Lamp.

Fig. 1914 — Pyrene Fire Extinguisher. Pyrene
Manufacturing Company.

Fig. 1913— Pulley for Boyer Speed Recorder.
Chicago Pneumatic Tool Company.

Fig. 1915 — Carrying Case for Fusees and Torpedoes.
Peter Gray & Sons.

:-M.

Figs. 1916-1924

MISCELLANEOUS FITTINGS.

753

Fig. 1916 — Pencil Holder for Beyer
Speed Recorder. Chicago Pneu-
matic Tool Company.

Fig. 1918 — Boyer Speed Recorder Applied to Car. Chicago Pneumatic
Tool Company.

Fig. 1917 — Paper Drum of Boyer Speed Recorder
Chicago Pneumatic Tool Company.

Fig. 1919 — Crane Union with
Outside and Inside Thread.
The Crane Company.

Fig. 1920 — Crane Union with
Inside Tlircad. The Crane
Company,

Fig. 1921— Lkciiu. \ nuuni ( u
Cleaner. Railway Utility Com-
pany.

Fig. 1922 — Nokoros Union.

Fig. 1923 — Compression Disc

Union,
"ompany.

Fig. 1924 — Crane Union Elbow.
The Crane Company.

754

FLEXIBLE PIPE CONNECTIONS.

Figs. 1925-1931

Fig. 1925 — ^letal Hose. American Metal Hose
Company.

Fig. 1926— Flexible Metallic Joint. Moran Flexible
Steam Joint Company.

Fig. 1927 — Interlocking Metal Hose. Pennsylvania
Flexible Metallic Tubing Company.

COMPI-eTE CONDUIT tRSSEMBV-EOV

Fig. 1928— I-lexible Joint. IJarco Eras
& Joint Company.

Fig. 1929 — McLaughlin Flexible ^letallic Joint. Franklin Railway
Supply Company.

DOUBLE GHOavEOEL

Q EXTENSIOM RING
G'BONNE'

Hbrassring

K GASKET

J = SPLITRING^x^

L=LOCKNUT

\

/ II

1

I —

Fig. 1930 — Steam Coupler. Railway Utility Companj

"GRODUEDSDUTSIDETHREACEDri.L

Fig. 1931— Swing Joint. L. J. Bordo
Company.

Figs. 1932-1936

TEMPERATURE REGULATORS.

755

^LECr^fC^L r/yE'/i'AfOMSrSJ^

liil'PU- PIPS /^ffOr^ i'/^POf? /VSl^l/L^TOR ff£r(/f{fJ f/Pe TO MPOff /?sai/i^TO/}

Fig. 1932 — Diagram Showing Railway Utility Company's Direct Electrically Controlled By-Pass Valve

for Temperature Regulation of Passenger Cars.

Fig. 1933 — Electric Motor and Mechanism ControUmg
Steam Inlet Valve for Temperature Regulation
of Passenger Cars. Railuav L tilit\ ( omiianv.

Fig. 1934 — Temperature Regulating Apparatus Ap-
plied to Parlor Car. Railway Utility Company.

Fig. 1935— Electric Ther-
mostat for .Automatic
Control of Motor .Shown
in Fig. 1933.

SScr/ON rf¥ffb bv-p/iss Mi.y£

Fig. 1936 — Section Through
By-Pass Valve Controlled
Direct from Thermostat
by Solenoid. Railway
Utility Company.

756

PASSENGER TRAIN HEATING APPARATUS.

Figs. 1937-1942

Fig. 1938 — Automatic Fire Regu-
lator and Pressure Indicator
Combined for Baker's Fire-
Proof Heater.

Fig. 1939— Circulating Drum for
Baker's Improved Two-Coil
Fire-Proof Heater.

Fig. 1937 — Fire-Proof Heater. W. C. Baker Car Heater Company.

I

Ash Pit Door Frame.

Removable Ash Pan. Fire Grate Support.

Fig. 1940 — Parts for liaker's Fire-Proof Heater.

Coal Feed Chute.

Fig. 1941— Perfected Heater.

Fig. 1942— Improved Two-Coil Fire-Proof Heater.
W. C. Baker Car Heater Company.

Figs. 1943-1947 PASSENGER TRAIN HEATING APPARATUS.

757

Fig. 1943— Mighty Midget
Heater.

Fig. 1944 — Double-Coil
Fire-Proof Heater with
Solid Steel Shell.

Fig. 1945— Baker Heater with Steam
Attachment.

Nipple

Reducinc
Coupling

Elbe

Three-VVay Return Bend. Open Return Bends

Closed Return

Bend. Tee

Fig. 1946-Fittings and Special Parts for Baker's Heating Apparatus.

Fig. 1947 — Arrangement of Piping for Passenger Cars Heated with the Baker Heater.
W. C. Baker Car Heater Company.

758

PASSENGER TRAIN HEATING APPARATUS.

Figs. 1948-1949

Fig. 1948 — Arrangement of Gold's Heating Apparatrs on Locomotive and Tender.

Parts of Locomotive and Tender Equipment, Fig. 1948.

532 Starting I'ah-e 533 ly'z in. Elbotv 536 2 in. by 1>2 i". 65 degree Elboivs

528 Gold Improzrd Pressure Regulator 534 2 i';;. by '4 in. by 2 in. Tee 552 2 in. R. & L. Coupling
531 Steam Gauge 535 2 in. Elbow

Fig. 1949— Arrangement of Gold's Direct Steam Heating System with Temperature Regulators.

540 1 in. Elboivs

541 1 in. R &■ L Elboivs

542 I'A by 1 "(. Elboivs
545 VA in. Elboivs

547 2 in. R & L Elboivs

548 lYz in. 65 degree Elbows
550 l;4 in. R & L Couplings

Parts of Heating Apparatus, Fig. 1949.

552 2 in. R & L Couplings 565

558 2 by 2 by V/4 by V/4 in. Cross 574

559 2 in. R Sr L Return Bends 590

560 2 in. Return Bends, ly, in. Side 737

Outlet 750

564 Plates 756

Shields

Gold End Train Pipe Valves

Gold Improved Tec Traps

Gold Temperature Regulators

Strainer Xipples

2 by 2 bv 1 in. Tees

Parts of Heating Apparatus, Fig. 1950.

320 Vapor Valves

325 I'apor Reservoirs

540 1 ('/(. Elbows

541 1 (■;/. R &■ E Elbows

542 V-4 by 1 in. Elbows
545 l'/2 ('/(. Elboivs

547 2 in. R &■ E Elboivs

548 1'2 in. 65 degree Elbows

550 II4 in. R & L Couplings

552 2 i». R &■ L Couplings

558 2 &v 2 &.V IK ''.V 1J4 '"■ Croj-.s

559 2 j/i. R & L Return Bends

560 2 (■//. Return Bends, lYz in. Side

Outlet

564 Hook Plates

565 Fi'/ic Shields

566 1 id. Supply Valves

574 (7oW £Hd rrai)! Pt/'f Valves

590 Automatic Tec Traps

750 Strainer Nipples

756 2 Z'j' 2 &v,l i;i. T^m

Gold Car Heating & Lighting Company.

Figs. 1950-1951

PASSENGER TRAIN HEATING APPARATUS.

759

Fig. 1950 — Arrangement of Gold's Combination Pressure and Vapor System for Heating Passenger Cars

Fig. 1951 — Arrangement of Gold's Improved System of Hot ^^"ater Circulation.

540 1 in. Elbows

541 1 in. R & L Elbows

543 \}i in. R & L Elbows

544 1J4 by 1 in. Elbows

545 V/i in. Elbows

548 V/z in. 65 degree Elbows

549 1 in. R & E Couplings

550 IK "'• R &■ L. Coupling

Parts of Heating Apparatus, Fig. 1951.

552 2 /;(. R & L Couplings 616

553 1 by 1 by ji in. Tee 618
556 2 by 2 by V/a, in. Tee 631

566 1 in. Supply I'alve 750

567 120 lb. .Steam Gange 754
574 Gold End Train Pipe Valves 837
590 Tee Trap

609 Large Heater Coil

.S'eated .lets

Ideal Safely J'alves

Filling Deviees

Strainer Nipple

1'4 ''.V 1 in. Reducer

Gold Temperature Regulator

Gold Car Heating & Ligliting Company.

760

PASSENGER TRAIN HEATING APPARATUS.

Figs. 1952-1957

Fig. 1952 — Reservoir Type Automatic Vapor
Regulating Valve.

' Parts of Regulating Valve, Fig. 1952.

A Body J Bonnet

B Diaphragm Case K Packing Nut

C Diatliragni Case Cover L Dial>lirag)n Shield

D Diapliragni M Diaphragm Plate

E Valve Fig. 321. — % in. Copper Pipe with

F I'ak'c Stem Flanges

G Spring Fig. 322. — Flange .Screzvs

H Strainer Fig. 323. — Pipe Flange

I Bottom Plug

F^g.3Z3

A
B
D

E

Parts of Reservoir, Fig. 1953.

Copper Coil
Slotted Pipe
Top Cap
Bottom Cap

F
G

H

Loek Nut
2 in. bv 1 iu.
Coil Shield
See also Fig.

Fig. 1953 — Vapor Reservoir.

Connector
1952

A
B
C
D
E
F
G
H
I

J

K

L

M

Parts of Regulating Valve, Fig. 1954.

Diaphragm

Cam

Link

Body
Door

I'alve Body
Bottom Plug
Screen
Disc Nut
Disc Holder
I'alve Seat Nut
Bonnet
Packing Nut
I'alve Stem
Lock Nut
Adjusting Screw

i'alve Stem Screw

Diaphragm Plate

Adjusting Screw Plate

Rivets

Hinge Pin

Disc

W Body Bolt Nuts

X Bodv Bolts

Y Cotters

Z Spring

Fig. 1954 — Excelsior Vapor Regulating Valve.
/VWV

Fig. 1955 — Coupler Gasket.

Fig. 1956— Improved Grav- Fig. 1957— Improved Gravity Relief Trap and Gasket

ity Relief Trap. Applied to Coupler.

Gold Car Heating & Lighting Company.

Figs. 1958-1960 PASSENGER TRAIN HEATING APPARATUS.

761

Fig. 1960 — Improved Double Duplex Coils with Welded Ends, for Hot Water Circulation.
n^^r^ r^^ Heating & Lighting Company.

762

PASSENGER TRAIN HEATING APPARATUS.

Figs. 1961-1964

Open.
Fig. 1961 — Filling Cock for Hot Water Circulating Apparatus.

Farts of Filling Cock, Fig. 1961.

A

Funnel

B

Elhoiv

C

Loch Nut

D

Body

E

Set Screw

F

Tent

G

Seat

Parts of Safety Valve, Fig. 1962

A

Composition Ball

B

Cap

C

Body

D

Cup

E

Set Screws

F

Spring

G

Inlet from Drum

H

Valve Seat

Fig. 1962— Ideal Safety Valve.

Closed.

Parts of Temperature Regulator,
Fig. 1964.

A

Body

B

Dome

C

Top Spring

D

Regulating Scrczv

E

Set Screw

G

IV heel

H

Indicator Spring

I

Washer

T

Top Flange

K

Bottom Flange

L

Auxiliary I'alve Spindle

M

Main I'alve Spindle

N

Bottom Spring

P

Bottom Plug

T

Spanner Nut

U

Diaphragm

V

Strainer

w

Lock Nut

/W/ ,£

Fig. 1963— Filling Device No. 631.

Parts of Filling Device, Fig. 1963.
A Body
B Body Cap
D Clapper Arm.
E Hin^e Pin

Fig. 1964 — Stop Valve Temperature Regulator.
Gold Car Heating & Lighting Company.

t^^im

Figs. 1955-1969

PASSENGER TRAIN HEATING APPARATUS.

763

Fig. 1965 — Ideal Pressure Regulator.

Parts of
A
B
C
D
E
F
G
H
I

J

K

L

M

N

O

P

Q

R

S

T

U

V

W

X

Y

Z

Zl

Pressure Regulator, Fig. 1965.

Body

Dome

Sprine Case

Lock Nut

Adjusting Screw

Bottom Ping

Outlet Union Nut

Outlet Union Nipple

Inlet Union Nut

Inlet Union Nipple

Main Valve

Lower Diaphragm /'late

Controlling I'al'iC Ping

Top Diaphragm Plate

Top Spindle

Bottom Strainer

Main Diaphragm

Controlling Diaphragm

Controlling Valve

Bottom Spring

Controlling Valve Spring

Regulating Spring

Hand Wheel

Hand Wheel Nut

Top Strainer

Vent Plug

Bolts and Nuts

Fig. 1966 — Xipple for
1^^ in. Inside Diam-
eter Hose.

Fig. 1967 — Hose
Band.

Parts of Trap, Fig. 1969.

A Automatic Valve

A, Disc for Automatic Valve
B Blozu-otf J'alve

B, Disc for L'/oK'-off Valve
C Cast Iron Trap Plead

D Straijicr for J'alz'C A

E I'alvc Stem

F Expansive Diaphragm

G Set Scrc'LL' for Adjusting Trap

H Outlet Ports of Trap. Four

I Cam Lock for Cover M

J Diaphragm Casing Ventilating

Holes

K Bloic-nff Discharge Shield

L Cast Iron Casing

M Hinged Cover for Trap Casing

N Hooks lo Prevent Diaphragm

Sh.ifling

O Bottom. Plate

O, Top Plale

P

Q

R
S

T
U
V

Outside Tube

Inside Tube

Bhm'-olf Discharge Passage

Aulomalic Valve Discharge

Pas-

sage
Automatic Valve Guides
Automatic I'alvc Stem Guides
Spring Catch

Fig. 1968 — Accelerator.

W Brass Valve Seats

X Lock Nul

Y Slot for Spring Catch

Z Bonnet of Bhm'-off Valve

Gold Car Heating & Lighting Company.

Fig. 1969— Improved Ver-
tical Trap No. 607.

764

PASSENGER TRAIN HEATING APPARATUS.

Figs. 1970-1975

Fig. 1970— Strainer Fig. 1971 — Strainer
Nipple for IJ-4 in. Nipple for 1 in.

Train Line. Train Line.

I Centre Line BeTween
Carl yvfier Coupled

Fig. 1972 — Location of Universal Straight Port Steam Coupler

on Car.

Horizontal Section.

Vertical Section.

A
B
C

Fig. 1974 — Improved Balance Valve
Pressure Regulator No. 529.

Fig. 1973— Improved Automatic Tee Trap No.

Parts of Pressure Regulator, Fig. 1974

V/2 ill. Inlet Union Nipple
2 in. Outlet Union Nipple
Bolts and Nuts for Dome and

Body
Balance Spindle
Oscillating JVaslicr
Bottom Spring
Body

Bottom Ping
Handle
Top Niil
H0U01V Screw
Top Spring
Dome
Toek Nut
Top Flange
Bottom Flange
Tof Spindle
Set Screzo

I'j ill. Inlet Union Ahit
2 in. Outlet Union Nut

590.

D

E

F

G

H

I

,T

K

L

M

N

O

P

Q
R

T
U

Fig. 1975— Improved End Train Pipe
Valve.

Gold Car Heating & Lighting Company.

Figs. 1976-1985 PASSENGER TRAIN HEATING APPARATUS.

765

fl I

I ' ON.

GOLD CAR HEATING

LIGHTING COMPANY

lEsr

OL

FLonK_i-^f^^__

Fig. 1977 — Application of 'J'emperatnre
Regulator No. 737.

Fig. 1976— Electric Heater
Knife Switch.

Fig. 1978— Ventilated Porcelain Core for Electric
Heater.

Fig. 1979 — Arrangement of Electric Panel Heaters
and Deflectors in Car.

cc;f,c:i:.„j ^^.^t^L.^y.r.Z'h'^Xla^''^'''''""'''''^'

u--c^cr:- .-.."^1

,j^3^j-ic.r i-ii->t.j:>--SH^J:'^-NHHCj-'i:HCCc:cccc5e--t-'-crH'-j-'-~ccrr>-|^ Jj ' "

L

J

Fig. 1980— Two Coil Cross Seat Electric Pleater
with Junction Box.

Fig. 1981— Three Coil Panel Electric Heater.

iillliiiil

llilililliiiy^

llilillillili

iiiliillfiiiil

liliiiliiiil
iiiiiiiiiiiiiilil

mil
iiiiii

iliiilllfliili

III
IlllllliUiil

iini

Fig. 1982 — Resistance Coil and Support Used in
Improved Electric Heaters.

Fig. 1984 — Interior View of Improved Electric Panel
Type Heater, Three Degrees.

Interior.

ir.m^mwm'r

L*Wa*!MA

Interior.

Covered.

Fig. 1983 — Four-Coil Electric Vestibule Heater.

GOLD CAR HEAT! NGANDLIGHTING CO-

Front View.

Fig. 1985 — Improved Standard Electric Heater,

One Degree.

Gold Car Heating & Lighting Company.

766

PASSENGER TRAIN HEATING APPAKAiUb.

ngb. i30U-i.70u

A'Circuit 'B'Circuit

j/£xpan5hr7 \ (Expansion \.
gy Drum JV Orurri /t>

54 g^ 54 ^590 '^1^' Train Pipe

= Trap 138 L
Fig. 1986 — Piping Showing Application of Consolidated Steam Drum No. 169U to Double Circuit.

^G7M

m/l U. COuPLER-aS

Fig. 1987 — Piping for Direct Steam System C, Showing 3-Pipe System with Two Traps No. 138L.

74 z

Fig. 1988 — Piping for Direct Steam System B. with One Thermostatic Trap No. 138L.

Figs. 1989-1996

PASSENGER TRAIN HEATING APPARATUS.

767

fr2

Fig. 1989 — Arrangement of Piping for Standard ]3irect Steam System with Two Traps Xo. 138.

Fig. 1990 — Arransement of Piping for Direct Steam System Xo. 2, with Special Tee and Cock.

Parts of Heating Apparatus, Figs. 1986-1990.

7F Tee with Drij^ Connection

7H Angle Trap Valve

7J Eccentric Tee

20 Seivall Coupler

26 Asbestos Packed Cock

26F Round Spindle

26G Floor Plate for 26 P

45A VA in. Pipe Clamp

54 Coupling, R. & L.

54W Return Bend

54X Return Bend

54Z Return Bend with Precentric

Outlet

SSL Expansion Bracket

fiSC R. & L. PJboK-

67A

Tee

67T

R. & L

FJbow

67K

R. &■ L.

Couplings

57M

Elbow

68B

Elhnie

68C

/?. & L.

Elbow.

68F

R. & L.

Coupling

74R

Tee

74V

Tee

Fig. 1991 — Graduating Steam
Valve No. 8SH.

74Z

Tec

85AB

Three-Pipe Manifold

8SAC

Center lee

85AD Return Tee

8SH

Graduating Steam .Inglr

lOOR

Graduating Steam I'aPi'e

133G

P.nd Train Pipe i'alve

138

Steam Trap

138A

Steam Trap

138B

.S'team Trap

138C

Steam Trap

138L

.Slcam Trap

Fig. 1992— End Train Pipe Valve No. 200.

Fig. 1993— End liain
Pipe Valve No. 1,«G.

Fig. 1994 — Graduating

Steam Valve No. 8SH.

A Body Casting 200^

B Bonnet 19SB

C Gland 133GC

Fig. 199S-

-End Train
No. 200.

Pipe Valve

Parts of Valve, Fig. 1995.

D Gland Nut 123GD

E Stem 133G£

F Swivel Head 133GG

G Swivel Head Nut UZGPI

Consolidated Car Heating Company.

Fig. 1996-

N

Gasket Nut 133G/

Gasket 133GiC

Brass Scat 195Z>

768

PASSENGER TRAIN HEATING APPARATUS.

Figs. 1997-2005

Fig. 1997— Current Director No. 59R.

Fig. 1998— Safety Valve
No. S9C.

Tti^-v-X

/^^ff^i ^ /" ^ f

Fig. 1999— Section Through Steam Drum No. 169U.

Fig. 2000— Steam Drum No. 169U.

Parts of Steam Drum, Fig. 1999.

C Head Casting 169F F 1 in. Brass Pipe .

D iy. in. Iron Pipe 1697V G Plug for ]■

E ly, in. Brass Pipe 169i? H Cap Casting ... .

.169P
.169L
.169/v'

Fig. 2001— Section Through
Steam Trap No. 138R.

Parts of Steam Trap, Fig. 2001.

Fig. 2002— Steam Trap
No. 138L.

A Body Casting 13SRA L

B Upper Basket Casting 13SRB M

C Lower Basket Casting 13SCU N

D Brass Scat for Thermo- O

static Valve U%RC P

E Cnrved Nipple for Blozu- Q

oif \3SRD R

F Strainer 138LC S

G Stem or Rod 138LD T

H Diaphragm ).3SCA U

I Upper Spider Plate 138C£ V

J Sivivel Head USC.P W

K Szii-c'cl Heat Nut 138CA' X

Szvii'cl Head Gasket 138CL

Spring 13801/

Cap for Ualve Ste.n 13SCi?

Lozi'cr Spider Plate 138CfF

Bonnet lOOB

; 'ali'c Stem lOOC

Szi'iT'cl Plead lOOD

Szcirel Head Nat 100£

Gasket lOOG

Nut for T 100//

Gland 100/

Gland Nnt 100/C

Hand Wheel IR

Fig. 2003— Steam In-
let Valve No. lOOL.

Fig. 2004— Consolidated Steam Coupler No. 33.

Fig. 2005— Clamp Lock for Steam
Couplers No. 9S.

Consolidated Car Heating Company.

Figs. 2006-2008 PASSENGER TRAIN HEATING APPARATUS.

769

Fig. 2006 — Cross Section Through Piping Showing Pacl<less Vapor Trap No. 333 and Packless Admission

.---"—- , , N Valve No. 533.

Fig. 2007— Packless Vapor Trap with Sylphon Fig. 2008— Twin Pressure Trap with Sylphon

Diaphragm. Diaphragm.

Consolidated Car Heating Company.

770

PASSENGER TRAIN HEATING APPARATUS.

Figs. 2009-2016

Fig. 2009— Single Packless Admission Valve No. 633,

Fig. 2011— Packless Tram Line End Valve No. 433.

Fig. 2013— No, 33TD Steam Coupler with Two-Piece
Hose Clamp.

Fig. 2010— Twin Packless Admission Valve
No. 633T.

Fig. 2012 — Consolidated Steam Coupler No. 9C.

M

^

11

^.,

^^ 1^^.

1

m

m

^

^H

^^■jB

^

"

Im

H^B

m/^^^

iiX'^-

\j--- -

* '

8«^^S^C

^"-^

Fig. 2014 — Pair of Consolidated Steam Couplers
(No. 9C), Locked.

Fig. 2015— Section Through
No. 33TD Coupler Head,
with Old Style Nipple;
and Straight Shank Nip-
ple for Two-Piece Hose
Clamp.

Fig. 2016 — Single Coil Electric Heater, Drop Pattern
No. 192, for Cross Seats.

Consolidated Car Heating Company.

Figs. 2017-2022

PASSENGER TRAIN HEATING APPARATUS.

771

Fig. 2017— Resistance Coil for
Electric Heater,

Fig. 2018 — Continuous Panel, Single Coil, Electric
Heater No. 93T.

Fig. 2019— Double Coil Electric Heater,
Drop Pattern, No. 192H.

Closed. Open.

Fig. 2020— Heater Switch No. 204.

Consolidated Car Heating Company.

Fig. 2021 — .Arrangement of Piping and Connections for Direct Steam Heating System (L-811)

Fig. 2022 — Arrangement of Heater and Connections for Standard System of Steam Heating by Single
Water Circulation (L-8S0). Water is Heated at Three Points by the Jackets Shown in Fig. 2033.

Safet}' Car Heating & Lighting Company.

772

PASSENGER TRAIN HEATING APPARATUS.

Figs. 2023-2024

Fig. 2023 — Arrangement of Heater and Connections for Standard System of Steam Heating by Double
Water Circulation (L-S45a). Water is Heated at Six Points by the Jackets Shown in Fig. 2032.

/RCGULATING VALVE 603

Fig. 2024 — Arrangement of Heater and Connections for Standard System of Steam Heating by Double
Water Circulation (L-1476). Water is Heated at Four Points by the Jackets Shown in Figs. 2033
and 2034.

Parts for Standard Heating Systems, Fig. 2022-2024.

603 1 in. Angle I'alve 702q

603b 1 in. Drain I'alz'e 702x

611 1^4 in. Extra Heavy Car Elbow 702y

611a V/j, in. Extra hieavy Car Elboii' 756

R. & L. 793
612a 1J4 /;/. by ]'\ in. Extra Heavy

'fee 797
34 '"• Extra Eleavy Coet;

3/4 in. Extra Heaz'y Nil^plc 802p

639 Direetions for Management 802x

{Framed) 802y

1 in. Plug 833

Covering for 1 in. Pipe 960
Co-vering for 1 in. Elboiu

Covering for 1 in. Tee 972

114 in. Plug 617

677

622
629

642
680
681
682
690

702p Single Jacket

Single Jaeket

Double .racket

Double Jaeket

Coz'ering for 1^-4 in. Elbon'

1'4 in. Extra PIcaz'y Return

Bend, it'ilh V4 in. Back Outlet
l':i in. Extra Elcavy Return

Bend
Covering for Jacket, No. 702/)
Covering for Jaeket, No. 702.i-
Covering for Jacket. No. 702y
Automatic Trap Complete
Directions for Man.agenicnt.

L-1476 System (Framed)
Bent Jackets
1J4 in. by 1 in. Tee
Coz'cring for lyi in. Pipe

679 Covering for l}-4 '". Tee
776x Train Pipe Talve
777a Extension Handle
618 V/2 in. R. & Z.. Coupling
628 m in. Standard Pipe

(other th,.\n tr.^in pipe)

616 1 in. Elbozv

616a 1 in. Elbozv, R. & L.

621 1 in. Tee

625 1 in. Standard Pipe

626 1J4 "'• Extra Strong Pipe
631 1 in. R. & L. Coupling
699 1 in. Street Elbow

Safety Car Heating & Lighting Company.

Figs. 2025-2027

PASSENGER TRAIN HEATING APPARATUS.

773

Parts for Direct Steam Heating System, Fig. 2021.

179 2 ill. by 3,i in. Lag Screiv
603a 1 ill. Angle Valve
603c 1 in. Cross I'alve
617 lj'2 in. by 1 in. Tee
638 lyi in. by 1 in. Cross

680 Coi'eriiig for 1 in. Pipe

681 Coz'ering for 1 in. Elbow

686 2 in. Cross-over

687 2 //;. ('_v 1 in. Eeecntric Reducer
708b 2 i». 7\'t'

723a 2 I'y/. i?f/»r» TJ^-jirf

723b 2 iH., A', <&■ L. Return Bend

726 2 in., R. & L. Elbow

743 2 ;». 631 1 „,. Elbow

748 2 ('/(. by 1 /yi. Reducer

749 Pi>r .S7ro/>

752 2 i». b\i 1 ('». Elbow {Eccentric

Left)

753 2 /;,. ;)3' 1

Right)
783 1 (■». Ofeii Retn

1 I/;. Soi-/,' Outlet
836 2 1'//. .S/>t'f/,(/ Return Bend
933x Auloinatic Trap
677 Covering for ly, in. Pipe
679 Covering for 1;4 /». 7Vc

i». Elbozv ( Eccentric
Bend ivitli

683 Covering for IJ/2 I'yi. Cross

776x Trani Pi/'c fafcc

777a E.rteiision Handle

618 l;X /,(,. P. cSr- L. Coupling

628 l;'2 '/'. Standard Pipe

616

£/6<,ic>

616a

/?. cT- /_. Elbow

625

.'standard Pipe

631

R. &■ L. Coupling

183

E.vtra Strong Pipe

685

2

Standard Pipe

732

2

R. & L. Coupling

Parts for Thermo-Jet Heating System, Fig. 2025.

776X Train Pipe J'alves
777A E.rteiision Handles for 776.Y
896 2 ill. by 1 in. Strainer Cross
975X Automatic Traps, -with Bloic-
Off J'alvc
6079 Floor Plates for Steam Supply

Pipe
6266 2 ill. .Anchor Couplings
6290 Indicators

6400 Injectors 680

782 V/2 in. Elbows. R. & L. 681

616 1 in. Elbozvs 685

616A 1 )';(. Elbows, right and left 726

625 1 (';(. Standard Pipe 732

628 ly2 in. Standard Pipe 757

631 1 in. Couplings, right and left 800

677 Covering for 1>< in. Pipe 835

Coi'cring for 1 in. Pipe
Covering for 1 in. Elbows
2 in. Standard Pipe
2 in. Elbozi's, right and left
2 ill. Couplings, right and left
Covering for 2 in. Pipe
Covering for 2 by 1 in. Cross
2 in. Close Return Bends

Fig. 2025 — Thermo-Jet Heating System for Passenger Cars

IP

A

5j3. . ii

■,'?-'';2'";''/?;CJ

Fig. 2026 — f'hermo-Jet Heating .System for Postal Cars,

Fig.' 2027 — Thermo-Jet Heating System for Baggage Cars.
Safety Car I-Ieating & Lighting Company.

774

PASSENGER TRAIN HEATING APPARATUS.

Figs. 2028-2029

Fig. 2028— Thermo-.Tet Heating System for Regulating the Temperature of Cars Heated by Hot Water.

Parts of Injector, Fig. 2029.

6010

Plug

6127

Bonnet

6128

Gland

6129

Gland Nut

6310

Valve Stem

6343

Valve

6365

Valve Lever

6537

Valve Seat

6538

Xozzle

6539

Spring

6542

Spring Case

6545

Injector Casting

'/I piPt pu>a

Parts of Indicator, Fig. 2029.

6016

/) 'asher

6309

.Inchor fitting

6311

Operating Lever

6312

Reducer

6313

Adjusting Rod

6315

Lock Nut

6316

Indicator Plate

6317

Indicator Handle

6318

Indicator Lock

6319

Spring for Lock

6321

Pointer

6357

Screw

6541

Anchor Rod

6543

Coupling Piece

6544

Pin

atCTtOHed- LOOKING UP

Fig. 2029 — Indicator No. 6340 and Injector No. 6330 for Regulating Hot Water Circulating Systems-
Safety Car Heating & Lighting Company.

Figs. 2030-2034

PASSENGER TRAIN HEATING APPARATUS.

775

660

lYz ill. Ground Joint Union

948

663

Steam Gage

949

757

Covering for 2 in. Pi/^r

934

li-g in. .'^tenni Hose. 24 in.

953

Long

961

Fig. 2030 — Steam Heat Equipment for Locomotive and Tender.

Parts for Locomotive Equipment (L-8a), Fig. 2030.

I-lalf Clamps 1350 I'/i by 2 in. Redueiiig Valve

Nipples, 1^ in. Hose, 1^ in. 1363 2 by V/z in. Reducers

Pipe Til read

V2 by 2% in. Bolts
lyi in. E.rtra Heavy Angle
Valve

1384 Covering for 2 in. Elbow
1454 2 in. 45 degree Elbow

1457 VA in. E.rtra Heavy Nipples,

3 in. Long

1458 2 by 2 by ^^ in. Tee
615 I'.j in. Elhoxc

628A l;_. in. E.rtra Heavy Pipe
685 2 in. Standard Pipe
725 2 ill. Elbows
732 2 in. Couplings, R. & L.

,1" Pipe Thread A]i." Pipe Thread

, , „ . P^"Pipe Thread

End View- 791 'P^ ''^^ -Sectional Plan- iy<" Pipe Thread'

Vi" Pipe Thread' — Side View —
Fig. 2032— Double Jackets Nos. 702x and 702y.

Fig. 2031— Vertical Steam Trap No. 933.

X'A" Pipe Thread,
795.

-End View- 'l" Pipe Thread M)4" Pipe Thread 792' W" Pipe Thread

- Sectional Plan —

54 " Pipe Thread ' - Side View "

Fig. 2033— Single Jackets Nos. 702p and 702q.

Section A B ^-,v,P,nm Section C-D

Fig. 2034— Jacket No. 972.

Safety Car Heating & Lighting Company.

776

PASSENGER TRAIN HEATING APPARATUS.

Figs. 2035-2039

Fig. 2035— Steam Trap No. 6530.

Fig. 2036— Steam Trap Xo. 975X and Blow-off Valve.

Fig. 2037— Steam Trap No. 833.

Parts of Steam Trap, Fig. 2036.

1" Pipe Thread-

707

1 1)1. Extra Hcai'~\

Close N

ipple

6507

J'alve Seat

974

Thermostat

6508

Thermostat Frame

992

Screzv

6509

Spring

6388

Trap Body

6511

Valve Case

6389

Cover

6459

Blozv-Otf J'alve. I\il

ve Body

6393

Pill for Cover an

d Bolt

6461

Bonnet

6394

Bolt for Cover

6462

Packing X'lit

6396

Thermostat Seat

6463

Hand IVhecl

6397

Adjusting Stem

6464

I'alve Stem

6398

Lockniit

6465

I'alve

6399

Valve Pin

6466

I'alve Carrier

6468

I'alve Disc

6467

Hand Wheel Nut

6469

lYiit for Bolt

Fig. 2038—1 in. Globe A^alve Fig. 2039—1 in. Angle Valve No. 980.

Safety Car Heating & Lighting Company.

Figs. 2040-2045

PASSENGER TRAIN HEATING APPARATUS.

777

1" Pipe Thread'

Fig. 2040—1 in.
Inlet Valve
No 603.

V PipeT^i^ead

Fig. 2041—1 in.
Drain Valve
No, 603b.

^^1

ASBESTOS r'

Fig. 2042—1 in. Grad-
uatin,<? Valve No.
603a.

Fig. 2043—1 in. Cross
Graduating Valve No.
603c.

d-

Fig. 2044— Car Heater

Al Regulator Body

Bl Regulator Bonnet
Valve Seat Bushing
Guide for Bottom Spring
Yi, in. Bolt for Regulator
Bottom Spring

C
D

El
Fl

Gl Bottom Plug

Hi 1 in. Inlet Union Nipple

D— w — .-1C,

Fig. 2045 — Locomotive Reducing Valve No. 6231.

Parts of Locomotive Reducing Valve, Fig. 2045.

II Inlet Union Nut P2 Adjusting Stem

J Outlet Union Nut Ql Diaphragm

K 2 in. Outlet Union Nipple R2 Adjusting Stem Bonnet

bonnet Ll Bottom Diaphragm Flange Si

Ml Top Diaphragm Flange Tl

Nl Top Spring U2

O Guide for Top Spring V

Handle

Yf, in. Bolt for Handle

Lockniit

Valve

Safety Car Heating & Lighting Company.

778

PASSENGER TRAIN HEATING APPARATUS.

Figs. 2046-2047

974

Diapliragm

992

Scrczv

6389

Cover

6393

Pill for Co'vcr and Bolt

6394

Boll for Cover

6395

Diat^hragiii Seat

6397

.-III justing Stem

6398

Lockiiiit

6469

Xiit for Cover

Parts of Steam Trap, Fig. 2035.

6470 Bloiv-Otf Valve Complete— Not 6561

sliozi'ii ill cut 6562

6553 Bell Crank Lever 6563

6554 Valve Stem Guide 6564

6555 Lever Pin 6565

6556 Bearing Pin 6566
Valve Stem 6581
2 in. Pipe Xipple

6557
6558

6559 Diaf^liragin Frame

Double Seat J'alvc

J'alve Seat

Sereeii

Set Sereiv

I'alve Body

Trap Body

J'alvc Spring
6584 Plug
6595 Supporting Pin

Fig. 2046— Injector No. 6400.
Parts of Injector, Fig. 2046.

6025

Spring

6402

Bonnet

6064

Injector .Xipple

6403

J'alvc Stem

6177

Gland

6404

Operating Lever

6178

Gland .\'ut

6405

J'alvc Lever

6221

Countersunk Plug

6406

Link

6347

Nocale

6408

LIc.vagoii Plug

6356

J'alvc Guide

6409

Eccentric Stem

6401

hijector Casting

6410

J'alvc

6436 Back Plate (for JJ'ooden Cars)

6437 Cap Sereze for Link

6438 Guide Collar

6439 Back Plate (for Steel Cars)

6441 Guide Xipple

6442 Guide Spring

6443 Universal Joint

^^^^H
^

6415

16092^,

6243 \ V
6244 ^

"6367

6242

6342 t

Fig. 2047— Bai?edc;e Car Injector Xo. 6450 and Indicator Xo. 6-1-10.

6023 Hexagon Xut

6092 Spring J I 'as her

6242 hidicator ILandle

6243 Spring for Lock

6244 Lock for Operating Handle

6010 Plug

6025 Spring for J'alvc

6064 Lijcclor Xipple

6127 Bonnet

6128 Gland

Parts of Indicator, Figs. 2047 and 2048,

6342 Indicator Lever

6367 Indicator Stem

6366 Link

6407 Cap Screzu

6415 Indicator Plate

6416 Stud Bolt

6417 Steel Busliing~2 Required
6425 JVasher

Parts of Injector, Figs. 2047 and 2048.

6129 Gland .Xut 6347 Xoccle

6229 Injector Casting zvitli Ij^ in. 6356 Guide for J'alvc

Plus 6365 J'alvc Lever

6249 Operating Lever
6343 ; 'alvc

6368 Valve Ster
Safety Car Heating & Lighting Company.

Figs. 2048-2053 PASSENGER TRAIN HEATING APPARATUS.

779

0126

Fig. 2048 — Baggage Car Injector and Inrlicatin See also Fm 2047.

A

Li — ^"PIPE TH'D

Section X-Y Elevation

Fig. 2049— Safety Valve.

H E — — — c

Section K-L

,/:■■ ^ '■•>,

Section t-J

904.

\li'p\PZ. TH'D

Elevation End Elevation

Fig. 2050 — Combination Valve.

Elevation

Fig. 2051—11/2 in. End Train Pipe Valve No. 776x. Fig. 2053— Train Pipe Valve No. 1376.

Safety Car Heating & Lighting Company.

780

PASSENGER TRAIN HEATING APPARATUS. Figs. 2054-2059

Steam Train Pipe

'^ Top of Ha\\_

Safely Slraighl -«3fe
Port Coupler

Fig. 2054 — Standard Position for Train Pipe Valve Xo. 776k, with Extension Handle Xo. 777a.

Fig. 2055— Steam Coupler No. 720B

Fig. 2056— Steam Coupler Xo, 920B

Fig. 2057 — Gasket and Retaining Ring for Couplers.

Fig. 2058 — Clamp for Steam Coupler

Fig. 2059— Gasket No. 778 and Retaining Ring
Xo. 779.
Safetjr Car Heating & Lighting Company.

ri.ml^^iii

Figs. 2060-2062

PASSENGER TRAIN HEATING APPARATUS.

781

Steam Train Pipe.

NoTt END «■ TfU« (Vt

WJST BE PABA^lfL j klfij FOfill RPE-

WtTHTCPOTRM-SO :

THAT STEAM HOSE. ^16 FOR 2*PK-

¥«N SCREWED INTO- I

TRAIN PPE. VALVE. ^

fromON THIS [S
IMPORTANT

NoTC OWENSms &VEN FOR LOCATION OF OUTLET OF
TRAIM RPE VALVE ARE M.C B PRAETlCE^fC« COLP-
LERS WITH 24 HOSE MEASURING Sl'TROM END OF HOSE
NIPPLE TO CENTER OF FACE or CASKET

Signal.*^
Steam Train Pipe".

Topof Rail.^

Fig. 2060 — Standard Position for Train Pipe Valve No. 1376, Showing Arrangement of Operating

Mechanism No. 1377.

Parts for Platform Operating Mechanism, Fig. 2060.

1340 Platform Handle

1341 Vertical Rod

1342 Floor Plate

1343 Bottom Plate

1344 Set Collar

1345 Bottom Handle

1346 Collar Link

1347 Bell Crank

1348 Pins for Bell Crank

1349 3^ by V4 in. Bolts

1351 Connecting Rod

1352 J'alz'e Stem Lever

1353 Bracket for Bell Crank

1354 J^ by Vs in. Bolt

1387 Top Casting for Platform
Han die

Safety Car Heating & flighting Company.

Fig. 2061 — Ideal Pleating System for AVooden Coaches, PIsing Three 2 in. Pipes.

Fig. 2062 — Ideal Heating System for Combination Passenger and Baggage Car.
Ward Equipment Company.

782

PASSENGER TRAIN HEATING APPARATUS.

Figs. 2063-2066

'

.■;!

—

Fig. 2063— Ideal Heating System for Baggage Cars.

'uoon line:

Fig. 2QM — Unotherm and Piping Connections as
Arranged Under Seat at Center of Coaeh.

Fig. 2065 — Steam Hose Gasket Remover.

Parts of Reducing Valve, Fig. 2066.

l;/' '"■ Inlet Union Niffle J Top Nut

2 in. Outlet Union Nif^ple K Hollow Scrcz^>

C Bolts and Nnts for

Dome and 13ody

D Balance Spindle

E Oseillating JJ'aslicr

F Bottom S/r/n.c;

G Body of Re!j:tilator

H Bottom Plug

I Handle

L Tot< Spring

M Dome of Regulator

N Look Nut

O Top Flange

P Bottom Flange

Q Top Spindle

T I'j in. Inlet Union Nut

U 2 in. Outlet Union Nut

Fig. 2066 — Improved Reducing Valve.
Ward Equipment Company.

Figs. 2067-2074

PASSENGER TRAIN HEATING APPARATUS.

783

^^UJ

Fig. 2057-Section Through .\uu:^^;^^i7tte.

am Trap.

M \f

u

i!

Fig. 2068— End Train Line Valve.

"^^y

Fig. 2069— Automatic Steam Tra

ap.

Fig. 2070-Top Vie« „t Improved Steam Coupler,
Showmg Lockiu.g Method.

Fig. 2071— Steam Couplers Locked.

Ward E(|uipment Companj'.
N? 66 C. SHIELD^ N9 66 A. HANGER

N? 66 B. STRAP

N9 214 ANGLE MANIFOLDv

FiV ?n79 i\T n 1 r r- N9 20 RETURN BENC

tig. 2072-Method of Connectmg at Corners for Four-Pipe V/, in. Coils.

Fig. 2073— Couplers, Locked

Fig. 2074— Hose Coupler No. 302.
Chicago Car Heating Company.

784

PASSENGER TRAIN HEATING API

I H, 'V.'^ H "■"

'US.

,,=.....5

u

be

ca

C

C
£
o
U

U

o

Figs. 2077-2083

PASSENGER TRAIN HEATING APPARATUS.

785

(( ( I )vn

Fig. 2078— Two-Piece Hose Clamp.

Fig. 2079— Method of Connecting Radiator Pipes to
Cut-Out Valve.

Fig. 2080 — H o s e

Coupler Gasket.

n

-rOHEMIHC P1P[5,
VAPOR

L.

TROn HL-TiNCPIPtSi

Fig. 2081— Vapor Cut-Out Valve.

Fig. 2082— Cross Section
Showing Hose Coupler
Gasket Locked in Place
by Retaining Bolt.

OlllLLl Of COMDtNStTlL

Fig. 2083 — .-Vrrangement of Piping and
Valves in Connection with Vapor
Regulator.

Chicago Car Heating Company.

786

PASSENGER TRAIN HEATING APPARATUS. Figs. 2084-2089

HIGH PRESSURE
CHAMBER N

AUTOMAT^
VALVE ^ o

LOW PRESSURE
CHAMBER

ENTRANCE

TO

OUTLET

CHAMBER

EXPANSIVE
DIAPHRAGM

OUTLETS TO ATMOSPHERE

Fig. 2084 — Vapor Regulator.

Fig. 2085— Straight Shank Hose Nipple.

Front.

Back.
Fig. 2085— Angle :\IanifoId, IJ4 in.

Fig. 2087— Section Through No. 48 End Train Pipe
Valve.

Fig. 2088 — Vertical Steam
Trap.

Fig. 2089— End Train Pipe Valve.
Chicago Car Heating Company.

Figs. 2090-2094 PASSENGER TRAIN HEATING APPARATUS. 787

Fig. 2090 — Cross Pipe Fitting with Strainers.

Fig. 2092 — Combination Valve for Expansion Drum
of Hot Water Circulating Apparatus.

Fig. 2091 — Section Through Hot Water Filling
Device.

3'^''^\

1 f-~':A \ t 1 ' i \ FRon NO 2 COIL

Fig. 2093 — Section Through Vapor Cut-Out Valves.

™z:

valve: in open

POSITION '■» coLpler;

Fig. 2094— Method of Operation of End Train Pipe Valve from Platform.
Chicago Car Heating Company.

788

PASSENGER TRAIN HEATING APPARATUS.

Figs. 2095-2097

LIST or PART5

UPPER 0001? CA5inG

vvflRp Plate:

y-.f,^ Ts, ,g, --TTy^-srii— J^T-

- ~-~-' i^-* ■"' ~-~- - '^

-—•^=1^,^ -. -~

—>ffr

-,,,>■.'///,'.; /,'/////.■.

/.'.'/. : . .. . ''/.,.',.

-''/' ^
U <//,/,

Fig. 2095 — Salt Water Safety Valve Applied to
Expansion Drum.

M PA55AGE. FOR

AIR TAKtin rpon out-
side Of CAR 15 open
TmE: RA53AGE: admittiHg

AIR PROM INSIDE OF CAR
13 CL.&SED.

— ^Whem passage: tor

AIR TAKEn FROM insiOE
OF CAR IS OPEn THE
PASSAGE FOR ADMITTIMC
AIR FROM OUTSIDE OF
CAR IS CLOSED

Fig. 2096 — Emergency Heating Stove.

Chicago Car Heating Company.

210 I

213 I

223 [i

23> II

2«>6 1

260 [

265 2

264 I

2T1 I

A.

[/■JtJM El_L

r^jCMR--L Euu

: iMCM. St-rEiE-t eIll,

,-ii/--i;M RcDuci/vicEZuT-

:,-INCM BaCK-OUTLCT RetlRiXE'?^'^^

>'i."[ ■ ir^'ci-\ Teie:

iiTJNCMR— 'l-CoUPLr/MG _

35

120

ei5

r-I/MCMR H ^ — HEX^'

CI /AOFI-L.ER '-""'

Cross o''--£i=iV>^LVE.

/\u -ro/^^\TlC Ac'xiLf.csR'Y'"-

PARKE:RCO/^^P/A,^v] yS —

- 1 (^"ipkovEXi Double. Coi u

RA,-Rt-:ElRCO/-iPATN y;S Ir-\FP.C
tioTWATLRS/^FETvVML-^'E

[y--\FR=--'E.DFlLl_ir.-C. ErEVJ(

" ^/--.Jacket

Fig. 2097 — Anti-Freezing- System of Hot Water Circulation with Improved Steam Jackets and Double Coil.

Parker Car Fleating Compan^s Limited.

'A^M^

Figs. 2098-2100 PASSENGER TRAIN HEATING APPARATUS.

789

Regulator Valves in third or full open position, heating 100 per cent, of the radiating surface.

Regulator Valves in second or % open position, heating 75 per cent of the total
radiating surface.

Regulator Valves in first or Vi open position, heating 50 per cent, of the total
heating surface.
Fig. 2098 — Chart Showing Travel of Steam in Radiating Pipes in Parlver Heating System.

Fig. 2099— Straight Port Steam Hose Coupler. Fig. 2100— Wedge-Shaped Hose Coupler Gasket.

Parker Car Heating Company, Limited.

790

PASSENGER TRAIN HEATING APPARATUS.

rigs. ziui-iiu-T

Fig. 2101— E. T. O. Coach Equipment.
Parker Car Heating Company. Limited.

Fig. 2102— Straight Port Trainline Valve.
Parker Car Heating Company. Limited.

Fig. 2103— Half Jiloon Steam Trap. Parker Car
Heating Company, Limited.

Fig. 2104— Magazine Coil Heater. Peter Smith

rftiirfwliii

Figs. 2105-2108 PASSENGER TRAIN HEATING AND LIGHTING APPARATUS. 791

iTMUET

O'

,-^^

Fig. 2105 — Condensation Meter for Measuring Steam Consumption of Car Heating Systems.

Fig. 2106 — Steam Gage for Recording Trainline
Pressure.

Fig. 2107 — Tliermometer for Recording Temperature
of Car.

Parker Car Heating Company, Limited.

Filling Valve Cover, (F,
Fig. 2109.)

No. 65, Filling Vah-e for Cars.
(Section Shown in Fig.
211S.)

No. 118a, Bracket Gage. (G, Fig.
for Filling 2109.)

Valve.

Holder (A, Fig. 2109.) No. 53b, Holder Valve. (Sec- No. 214a, Gage

tion Shown in Fig. 2116.) for Car.

Fig. 2108 — Details Used in Pintsch System of Gas Lighting. Safety Car Heating & Lighting Company.

792

PASSENGER TRAIN LIGHTING; Pintsch Gas.

Figs. 2109-2110

Fig. 2109 — ^Fethod of Application of Pintsch System of Gas Ligliting to Passenger Cars.

tin^Sng

iNIain Cock; J4)
i/s and J.-2 in.

4

No. 9 Connection.
Piece, % in.

Cover for Main
Cocks.

No. SSa, Flanged Cross, '4 in.

Nos. 54-55, Flanged
Tees, J4 in-

Regulator (R, Fig. 2109.)
No. 244 2 in. Water Pressure.
No. 254 2 lb. Pressure.
No. 1844 6 in. Water Pressure.
No. 1954 1 lb. Pressure.

No. 49, Flange
Tee for Regu-
lator, '4 ill-

Flange Cross.

Nos. 12-13, Tee
Flange Unions;

V4. by Vs. in.

^ by 54 in.

No. 17a, Angle
Flange, J/g in-

Nos. 16a, b and
c. Tee Flanges.

Nos. 3 and 3a,

Flange for

Nos. 49, 53b,

53a and 120.

Nos. 27-56, Lock No. 167, Bracket
Nuts; 5-s in.; Back; Ys in.
yi in.

ki^ .j'wJW'jjiiawL.-Jt^!^-wgBaBgw«J5''t';' ASBite'j.'iggFa^

Nipple to Support Lamp;
3/8 in.

Regulator Strap.
Fig. 2110 — Details Used in Pintsch System of Gas Lighting.
Safety Car Heating & Lighting Company.

Pipe Strap.

f.ilMM

Figs. 2111-2122

PASSENGER TRAIN LIGHTING; Pintsch Gas.

793

No. 222a,
Burner.

Keys for Lamps and Valves. Burner Cock for Lamp.

Burner for .\rgand
Lamp, No. S6a.

Burner for Argand
Lamp, No. 87a.

*>asa^)

Four-Flame Cluster.

Two-Flame Cluster.

Ventilator.

Cluster for Ves-
tibule Lamp.
Fig. 2111 — Details Used in Pintsch System of Gas Lighting.

Cover for ilain
Cocks.

agfeSSJSiaisgS^SSS

Fig. 2112— Torch and Key.
-V

Fig. 2113— Main
Cock for
Postal Cars.

Fig. 2115 — Section Through Fill-
ing Valve Xo. 65, Fig. 2108.

Fig. 2116 — Section Througl
Holder Valve No. 53b, Fig
2108.

Parts of Fig. 2115.

B Set Screw

C Valve Body

G Gasket for Bonnet

K Valve Stem

L Valve Carrier

M Valve Stem Nut

N Bonnet

O Disc

Q Packing

R Packing Nut

152 Screw for Bonnet

Parts of Fig. 2116.

K Flanges R Gland

N J'alve S Gasket for Gland

O Gasket for Cap 150 Flange Screzfs

Q Cap

Fig. 2118 — Com-
bination Gas
and Electric
Bracket Lamp
No. 373a.

Fig. 2119 — Com-
bination Gas
and Electric
Bracket Lamp
No. 1910a.

Fig. 2120 — Com-
bination Gas
and Electric
Bracket Lamp
No. 1920a.

Fig. 2114— No. 80c Shade
Holder for No. 236.

Fig. 2117— Shade Holder No.
SOb for Lamp No. 102.

Fig. 2121 — Candle
Bracket Lamp

No. 232.

1/^

Fig. 2122— Bracket
Lamp No. 373.

Safety Car Heating & Lighting Company.

794

PASSENGER TRAIN LIGHTING; Pintsch Gas.

Figs. 2123-2130

Fig. 2123 — Drop
Bracket Lamp
No. 377.

Fig. 2124— Drop Bracket
Lamp No. 86.

Fig. 2125 — T«-o and Four-Flame
Vestibule Lamp.

Fig. 2127 — Combination Gas and
Electric Deck Lamp.

Fig. 2126— Re-
movable Candle
Bracket Lamp
No. 282.

Fig. 2128— Lamp No. 191.

Fig. 2129— Lamp No. 196.

Fig. 2130— Lamp No. 211.

8a 14 in. Flange Union
17a % in. Angle Flaugc

23 Iron IVashcr for 'j; in. Pit'c

24 Rubber Washer for ^i in. Pip,

26 -Jx '". Niffle, 6 )/;. Long
26b Ya in. Nipple, 5 in. Long
26c 3/s in. Nipple, 354 in. Long

27 Vs in. Loeknut

28 H ill. by Vs in. Ell

Parts of Gas Lamps, Figs. 2131-2141.

29 Ys ill. Cap

79 Ys in. E.rtra Strong Pipe
100 Glass Boivl
100a 9 in. Pressed Glass Powl
101
102
104
107
109

Opaleseent Dome
4 in. Opal Globe
Opal Dome
Ring ReHeetor
iliea Chimney

Safety Car Heating & Lighting Company

110 Ring RcHeelor

Ilia Cup Reflector (Poreclain)

113 Refleetor

142 Cheek Screws for Cluster

142a Sereiii for Bracket

151

154
155

Screw for Hinge Cover an,

Spring Catch
Screw for Center Casting
Screzv for Hinge and Spider

.,ial

Figs. 2131-2132

PASSENGER TRAIN LIGHTING; Pintsch Gas.

795

Fig,

2131 — Section Through Combination
Lamp Nos. 431 and 218.

155a Scrczc for Spaciiiii Block and
Bnu-L'ot

156 5iTfu' for Hinge Cover and

Spring Catch
156a Screw for Cluster Stem

157 Screzv or Reflector

158 Screii' for Inner Ring or Croivn
167 Bracket Back
189 Screzv for Tliuinh-t^icce
200 4 in. Wind Guard
203a I'cntHator
203b Ventilator
204 45s in. J'entilator
204a J'entilator
222a Burner Tips. Hexagon Base

226 Tzi'0--/Janie Cluster
226a Tzi.'0-flanie Cluster

227 Four-tJanie Cluster
230 Pintsch PUlar

283 Cast Iron Body Ring

284 Cast Iron Spider

285 Euauieled Chimney

286 Lozver Diaphragm

287 Upper Diaphragm
288a DcHcctiug Plate and Chimney

289 Bracket

289a Bracket for Gas-zvay Connec-
tion

290 Lozi'cr Thimble
290a /,oic'(7/- Thiuible

291 7?oo/ Thimble
291a 7?()o/^ Thimble

292 Spacing Block

293 .S /)!>/(/

299 Asbestos Wick

301 Coj'/ /ro» /?(»,?

302 .S'/'irfrr

303 li.vtension Pillar

304 Loft

305 Cluster Stem

305a Cluster Stem flange
305b Cluster Stem Flange
305c Cluster Stem Flange

306 Locknut for Cluster Stem

307 Bc^r/ or 7?(n,? /'or Bok'/

309 Coj-wav T»&f

310 Post

311 To,/- PiL't-i,' for Flues

312 W»c',9

313 Cliimuey

314 7?/y(,? /or Fastening Crozvn

315 Diaphragm

316 Spring Catch. Complete
316a Spring for Spring Catch

317 Hinge Cot'er

319 Loeknnts for Cheek Serezvs

Parts of Gas Lamps.

320 Body Casting

321 /"/;/«

322 Top Piece for Flues
323a Diaphragm

324 J'entilatiug Chimney

325 Center Post for Flues

326 roc/:,, Complete

327 G"a.f-H'aii

338 Cof/j n;/d Sleez^e

339 Thumb-piece and Socket for
Cock

345 ^/liDi Globe Holder Ring

346 Defecting Plate

348 6^ w. Ventilator

349 (/(ij'-a'flv T»6r

403 5'/'n'»,? /or Cu/r/f

404 Cfl/c/i
417 Screzv

420 .JfrfK' /'or Fuse Block Bracket

439 IVasIier for Cock

439a Jl'ashcr for Cock

444 /'/if.? o;;</ P/;( for Cock

445 Co/ /or Cock

446 .S'ff ScrrK' /or Cap

447 Spring for Cock
All Bodv Casting

473 /^/»«

474 Chimney

492 10 /». Ofal Dome

493 10 /». Etched Bozvl
493a 10 i/r Clear Glass Bozvl

494 /?r.c'r/

495 Spun Globe Holder

496 Frame for Dome

497 /?(",? Casting

498 Diaphragm
525 To/ i?n(,? /or /"^/Ht'5
537a T/f/i Reflector

538 F.rteusion Pillar

539 Locknut for Detlectiug Plate

540 Deflecting Plate
542 ro/ PiOff /or /"'/»r.f

545 ro.'rr /or Flues

546 P/»r Po.s-/

547 Screzv for Ceiling Plate

573 Ltnvcr Thimble

574 A'oo/ Thimble

575 Fonr-flame Cluster
575a Tzvo-flanie Cluster
577 Cylindrical Reflector
580 /?orfv Casting

583 P/»o.y

584 Borfv Casting
586 F.rtcnsion Chimney

Safety Car Heating & Lighting Company.

Fig. 2132— Section Through Bracket Lamp No. 86a.
(Continued.)

589

Screw for Spun Globe Holder

Ring

590

Spun Globe Holder Ring

592

Flues

596

9 in. Clear Glass Bozvl

596a

9 in. Clear Glass Bozvl. Etched

Figure

597

9 in. Etched Bowl

598

.'icrew for Globe Holder

1617

Screzvs for Ring Reflector

1625

f-^ing Reflector

1637

Conical Shield

1646

6 in. Opal Dome

1647

6 in. Etched Bowl

1648

Ring Reflector

1649

Cup Reflector

1658

Cluster Stem

1659

Spun Globe Holder Ring

1660

Body Casting

1661

Frame for Dome

1662

Be::el or Globe Ring

1663

F.rtcnsion Pillar

1664

Lo)ig Bracket

1665

Short Bracket

1667

Mica Chimney

1668

Opal Dome

1670

Frame for Dome

1672

Coz'cr for Catch

1673

Catch

1674

Spring for Catch

1675

Frame for Dome

1685

Bezel

1686

Dome Ring Holder

1687

Screzv for Doine Ring FJolder

1688

Frame for Dome

1689

Ventilator

1690

Screzv for Catch

1705

Lozver Thimble

1708

S'crczv for Oruanicntal Parts

1708a

t^crezv for Ornamental Body

1738

Screzv for Thumb-piece

1739

Thnmb-piece and Socket for

Cock

1757

U'ood Screzv for Ornauicutal

Ring

1851

Wood Screzv for Ornamental

Ring

1853

Key for Szvitch

1854

Bracket for JVires

1855

Clamp for IVires

1857

Bracket for Szvitch

1858

Key for Szvitch

1862

Wood Screzvs for Ceiling Ri)ig

1873

Porcelain Insulator Clamp

1877

Washer for Xo. 1873

1878

JJ'asher for .Vo. 1855

796

PASSENGER TRAIN LIGHTING; Pintsch Gas. Figs. 2133-2136

Uff 575 319

Seciion laken at
45" to Gas-way

Fig. 2133 — Section Through Vesti'
bule Lamp No. 194.

Fig. 2134 — Section Through Lamp No. 427.

n\a.dc to fit Curve
of roof.

Hinge

1672 1673
Catch.

Fig. 2135 — Section Through Combination Deck Fig. 2136 — Method of Hanging Four-Arm Lamp.

Lamp No. 1680a.

Safety Car Heating & Lighting Company.

Figs. 2137-2139 PASSENGER TRAIN LIGHTING; Pintsch Gas.

797

Fig. 2137 — Section Through Combination Deck Lamp No. 440a.

Fig. 2138 — Section Through Standard
Lamp Body.

Safety Car Heating & Lighting Company.

Fig. 2139— Section Through Lamp No. 438.

798

PASSENGER TRAIN LIGHTING; Pintsch Gas. Figs. 2140-2145

Fig. 2142— Deck Mantle
Lamp No. 2532.

Fig. 2143— Bracket Mantle Fig. 2144— Combination
Lamp No. 2515. Deck INIantle Lamp

No. 2511a.
Safety Car Heating & Lighting Company.

Fig. 2145— Deck Mantle
Lamp No. 2511.

Figs. 2146-2163

PASSENGER TRAIN LIGHTING; Pintsch Gas.

799

Fig. 2 146 — Com1:)inatioii
Bracket Mantle Lamp
No. 2556a.

Fig. 2148— Bracket Mantle
Lamp Xo. 2534.

*ill

.^,

m

Fig. 2147— Bracket Mantle
Lamp No. 2556.

Fig. 2149— Wall Mantle
Lamp No. 2513.

Fig. 2150 — Comljination Bracket IMantle Lamp
No. 2550a.

Fig. 2151— Mantle Lamp Fig. 2152— Mantle Lamp Fig. 2153— Mantle Lamp Fig. 2154 — Bracket Mantle
No. 3599. No. 3572. No. 3577A. Lamp No. 2563.

Fig. 2155— .Mantle Lamp
No. 3583 B.

Fig. 2156— :\Iantle Lamp Fig. 2157— Alantle Lamp
No. 3581A. No. 3534.

Fig. 2158— Bracket ^lantle
Lamp No. 2587.

^ Fig. 2163— Combina-
■ '^- tion Bracket Man-
Fig. 2159— Mantle Fig. 2160 — Mantle Fig. 2161 — Mantle Fig. 2162 — Mantle tie Lamp No.
Lamp No. 3542A. Lamp No. 3S98A. Lamp No. 3540. Lamp No. 3566A. 85O0A.

Safety Car Heating & Lighting Company.

800

PASSENGER TRAIN LIGHTING; Pintsch Gas.

Figs. 2164-2167

2627
2749

Cock and Arm Wall i>latG, , m

V6 Pipe Thread

Fig. 2164 — Section Through Bracket ^Mantle Lamp
No. 2S36.

Parts of Mantle Lamps, Figs. 2164-2173.

Fig. 2165 — Section Through Alantle Lamp No. 2505.

8a
23
24
26
26d
26c
26f
27
28
29
30
31
79

100

142a

151

154

155

155a

156

157

157a

158

204a

307

316a

326

338

339

345

413

417

421

439

439A

446
447
573
574
574A
589
1527

1672
1690
1816

H ill. Flange Union

Iron IVasher

Rubber IVasher

34 in. Nipple, 6 in. Long
in. Nipple, 4 in. Long
in. Nipple, 3]4 in. Long
in. Nipple, 6yi in. Long
in. Loeknut

in. by yg in. Ell

tn. Cap
in. Tee
H in.. Plug

% in. Extra Strong Pipe
Glass Boivl

Screw for Ornamental Ring
Screzv for Deflecting Plate
Scre-cV for Deflecting Plate
.VfrfTC for Llinge
Screzv for Body Casting
Screw for Catch Cover
Screzvs for Reflector. Catch, etc.
Screzv for Porcelain Clamp
Screzv for Ceiling Plate
Ventilator
Bezel

Spring for Catch
Cock, Complete
Cock and Sleeve
Thumb-piece for Cock
Spun Globe Holder Ring
Screzjv for LIusk
Screzv for Bezel
Screzv for Ornamental Cage
IVasher for Lamp Cock

(Thick)
IVasher for Lamp Cock

(Thin)
Set Screzv for E.rtcnsion Pillar
Spring for Lamp
Lozvcr Thimble
Roof Thimble
Roof Thimble

Screzv for Spun Globe Holder
Screzv for Top and Side pieces

of Bezel
Cciz'cr for Catch
Screzv for Ornamental Body
H in. Close Nipple

(Continued on nc.vt page.)

2609-

Fig. 2166— Section

Through Bracket
No. 2515.

Mantle Lamp

Fig. 2167 — Section Through Mantle Lamp
Safety Car Heating & Lighting Company.

No. 2501.

Fig. 2168

PASSENGER TRAIN LIGHTING; Pintsch Gas.

801

Fig. 2168— Section Through Mantle Lamp No. 2523a.

Parts of Mantle Lamps.

(Continued from Page 800.)

1847

Screii' for Spring Lock

2698

11 1)/. Etched Glass Bo'wl

2747

1849

Screw for Ornamental Ring

2700

Incandescent Bulb and Clobe,

2748

1853

Kcv for Szvitch

Complete

2749

1862

Wood Screit.' for Ornamental

2701

Burner Nozde

2749A

Ring

2702

Spring Lock

2750

1870

Thumb-piece for Cock

2703

Lamp Body

2751

1873

Porcelain Insulator Clamp

2704

IVashcr

2752

2601

11 in. Spherical Boivl, Clear

2705

Air Mixer

2753

Glass

2706

Burner No::de

2754

2603A

Opal Bowl

2707

Shade Holder

2764

2605

Body Ring

2708

Thumb Screw

2767

2606

Ceiling Ring

2709

Thumb-Screzv Locknut

2782

2608

Reflector

2710

Spun Croivn

2783

2610

Deflecting Plate

2711

Thimble and Flange

2816

2611

Mantle and Globe Holder

2712

Clear Glass Bozvl

2823

2615

Gas Tip

2713

Air Mixer

2873

2619

Cover for Catch

2714

Shield

2883

2620

Globe Ring

2717

Bezel

2886

2621

Mantle and Globe Holder

2718

Bodv Casting

2887

2627

Lockmit

2719

Catch

2634

J'entilatinn Chimney

2720

Brace for Catch

2890

2635

Screen for Gas Tip

2721

Body Ring

2893

2640

Mantle

2722

Cluster Stem

2904

2647

Pinnacle for Deflector

2724

Cluster Stem Strap

2905

26.S8

Catch Cover

2725

Ventilator

2908

2659

Catch

2726

Porcelain Clamp

2911

2667

Vi in. bv Yi in. Angle Flange

2727

Vulcabeston Washer

2917

2669

Spider Casting

2728

Screw for Ornamental Arm

2918

2673

Air Mixer

2729

Screzv for Porcelain Clamp

2922

2674

Gas Tube

2730

Roof Thimble

2923

2675

Center Casting

2732

Cluster Stem

2928

2677

Air Shield

2734

Bottom. Glass

2929

2678

Vulcabeston Washer

2735

Side Glass

2953

2679

Extension Piece

2737

Catch

2954

2680

Incandescent Gas Bulb, Com-

2738

Spring for Catch

plete

2740

Spun. Ring

3162

2694

Air Shield

2742

Clamps for Bottom and Side

3170

2695

Bezel

Glass

4018

2697

Spun Globe Holder

2743

Clamps for Side Glass

4033

Safety Car Heating & Lighting Comp

any.

Lamp Body

Gas Strainer

Extension Pillar

Extension Pillar

Spring Lock

Inner Globe Ring

Outer Globe Ring

Inner Globe Ring

Spring Pin

Screw for Ornamental Ring

Air Shield

Body Ring

Center Casting

Clamp for Glass

Shield

Catch

Cluster Stem

Gas-way Bracket

Thumb-piece and Plug for

Cock
Electric Szvitch
Bracket for Catch
Brace for Lamp Bodies
Ceiling Thimble
Ceiling Thimble
J'entilating Belt
Bracket for Szvitch
Ceiling Thimble
Collar for Electric Xipple
Roof Thimble
Bezel Clamp for Glass
Side Clamp for Glass
Bnunet for Cock
Thumb-piece and Plug for

Cock
IVood Screw
Bodv Casting
Wire Cleat
Electric Bulb

802

PASSENGER TRAIN LIGHTING; Pintsch Gas. Figs. 2169-2173

Fig. 2171— Section Through Alantle Lamp No. 2524.

Fig. 2170— Section Through Vestibule
Mantle Lamp No. 2594.

-^.'Vt'JiBn_<jiK-_n . »l .43Mu .rrj

■jlUcJii»r_<>(.j:oE.^

- Std.on t D

Fig. 2172-Section Through Mantle Lamp No. 2503a. Fig. 2173-Section Through Mantle Lamp No. 2511a.

Safety Car Heating & Lighting Company.

PASSENGER TRAIN LIGHTING; Pintsch Gas.

803

Parts of Mantle Lamps, Figs. 2174-2183.

8 A '/s ill. Flange Union

23 Iron JJ'asber

24 Rubber Washer

26 J'^ in. Nipple, 6 in.. Long
26B Vi in. Xipple. 5 ;;/. Long
26E 34 in. Nifyple. 41-4 '"• Long
26F -^i in. Nipple. dVi in. Long
261 H in. Nipple. 614 /;;. Long

27 ■'« in. Loekini/

28 H ill. -i" ''8 '"■ Ell

29 3 s '" Cat

30 ''s '"■ Tec

31 3 J, /». Ping

79 1-8 '"■ £-i''f(r .Strong Lite

102 4 i». Ol\-il Boz^'l

142A .S'rrt'ji' /dr Gas Coek Body

151 5rrfK' for Caleh. etc.

156 Sc/rii' for Bracket

157 ^t-rt'iu /-'or Body Casting
157A .S'r/rii:' fur Ceiling King

158 ^crrir /or Sicifcli Bracket
167 II 'all Plate

200 Jf/ifd Oikird

204 43s ;». Ventilator

222A Burner Tip

230 Pintsch Pillar

307 Sc.-r/

316A Spring for Catch

319 Locknut

324 I'cntilating Chimney

326 Co(-/: Complete

338 Coc^ a»(i Sleccc

339 Thumb-piece and Socket for

Cock

345 5>"« G/o!7£> //oWrr

413 6'iTeiL' /or /-/»i/f

420 Screzu for Croien

421 .Screw for Thimble

439 T/kV/? Washer for Cock

439A r/n'« U'asher for Coek

444 Thumb-piece and Ping

Coek

445 Bonnet for Cock

446 .?i'f .Sfrt'H' /or Bonnet

447 Spring for Cock

518 Screzv for Spider Casting

547 5frfiL' /or Hinge

589 -Vcrcffi' /or G/o&c Holder

598 .SV/-^ic' /or Lor/'

1527 .SVrew /or Goj- Cor/e Body

1672 Cover for Catch

1673 Coff/i

1674 Spring for Catch

1683 Gas Cock Body

1684 Thumb-piece and Plug

Cock

1733 5/>H» Globe Holder

1741 214 i«. Opal Shade

1782 6"crfiu /or Shade Holder

for

for

1783

Locknut for No. 1782

3084

1816

^s in. Close Nipple

3085

1847

Screw for Husk

3087

1853

Key for Szvitch

3091

1855

Clamp I or Hires

3105

1856

.^crczo for Lleclric S

'ockel

3107

1857

Bracket for Swiich

3116

1858

Key for Switch

3125

1865

Set Screw

3125

1873

Porcelain Insulator

3128

1877

V ulcabeston Washer

3129

1878

1 'nlcabeslou II 'aslier

3130

1949

L'eiling Thimble

3131

1950

l\oof Thimble

3132

2175

High Pressure Base

Check

3134

2213

Check Screw

3135

2214

Screw for Orifice

3136

2601

11 in. Clear Glass Bi

>wl

3137

2606

Ceiling King

3139

2615

Gas Tip

3140

2619

Carer for Catch

3143

2640

Small Mantle

3147

2656

Screw for Bracket

3148

2667

'}'i in. X Vs in. Angle

Flange

3149

2695

Bezel

3153

2697

Spun Globe Holder

3165

2598

11 (■;/. lilcctrn Ltche

d Bowl

3168

2711

Thimble and flange

3170

2719

Catch

3174

2720

Brace for Culch

3218

2721

Body King icith Lie

ctrics

3219

2726

Porcelain Clamp

3220

2727

I 'ulcabeston Waslia

3237

2728

Screw for Ornamcn

tal Arm

3241

2729

Screze for Insulator

3243

2748

Gas Strainer

3261

2763

Screzo for Shade He

dder Ring

3264

2854

Ceiling Thimble

3266

2855

Roof Thimble

3267

2886

Gas-ziuiy Bracket

3268

2887

Thnmb-piccc and

Ping for

3270

Coek

3271

2890

Eleetrie Szviteh

3272

2917

Bracket for Szvitch

3273

2922

Collar for Electric

Nipple

3274

2936

Globe Holder

3303

3044

Large Mantle

3313

3046

Gas Tip

3319

3049

Burner Nozzle

3321

3050

Bezel

3373

3051

Spider Casting

3375

3052

Body Casting

3406

3053

Top Flue

3411

3054

Bottom Flue

3412

3055

8Vj in. Frosted Bowl

4018

3057

Crozvii

4033

3063

I'cntilating Bell

4144

3070

Ventilating Bell

3081

Ornamental Crown

and Apron

Bi-ackct
Center Casting
Bol/oni Flue
Top Fine
Gas Strainer
9 ///. C7c'((r Glass Boiol
9' J in. Opal Bozvl
Ornamental Crown and Apron
Brackets
B ashing
Crown
Flue

Ornameulal Collar
Ornamental Apron
Bracket
Spider Casting
Gas-way

Extension Pillar
Spacing Piece
Center Casting
Screzu far Gas-zvay
Burner iNozzle
J'enlilaliiig Bell
Short Arms
.Short Ann
Spider Casting
Extension Pillar
Spider Casting
Center Casting

Ornamental Crozun and Apron
Bracket
Flue

Body Casting
Ornamental Collar
Ceiling Thimble
9'/j in. Frosted Bowl
8'/ //;. Opal Bowl
Body Ring
Extension Piece
Fine

Extension Pillar
Flue
Lock

Ornamental Crozvii and Apron
Roof Thimble
Gas Strainer
Reflector
Ceiling Thimble
Bracket for Reflector
Apron

Body Casting
Extension Fine
Air Tube
Ring Reflector
Porcelain Wire Cleat
Electric Bulb

Screzv for Ornamental Ceiling
Ring

Safety Car Heating & Lighting Company.

804

PASSENGER TRAIN LIGHTING; Pintsch Gas. Figs. 2174-2175

Fig. 217^1 — Mantle Lamp No. 3500.

Eli-'.iwi -t 15"to Cotc LJ>.£Of On

Fig. 2175— Mantle Lamp No. 3508.
Safety Car Heating & Lighting Company.

Figs. 2176-2178 PASSENGER TRAIN LIGHTING; Pintsch Gas.

805

Fig. 2176— Mantle Lamp No. 3509.

ZS . .79

Fig. 2177-Section Through Mantle Lamp No. 3S11. Fig. 2178-Section Through Mantle Lamp No. 3512.

Safety Car Heating & Lighting Company.

806

PASSENGER TRAIN LIGHTING; Pintsch Gas. Figs. 2179-2181

Fig. 2179— Alantle Lamp Xo. 3514.

Fig. 2180— Section Through Mantle Lamp No. 3518. Fig. 2181— Section Through :Mantle Lamp No. 3519.

Safety Car Heating & Lighting Company.

Figs. 2182-2183

PASSENGER TRAIN LIGHTING; Pintsch Gas.

807

Fig. 2182 — Mantle Lamp No. 3520.

Fig. 2183 — Lamp No. 3S38a.
Safety Car Heating & Ligiiting Company.

808

PASSENGER TRAIN LIGHTING; Pintsch Gas.

Figs. 2184-2189

1^%Q_

Fig. ZlS'l — Section Through Combination ]\Iantle
and Electric Lamp No. 3583B.

Fig. 2185 — Section Through Combination Deck
ilantle Lamp Xo. 35SL-\.

Fig. 2186 — Section Through Deck jMantle Lamp
No. 3599.

Fig. 2188 — Section Through Deck ^Mantle Lamp
No. 8502.

Safety Car Heating & Lighting Company.

Fig. 2189— Section Through Mantle Lamp No. 3534.

Figs. 2190-2195 PASSENGER TRAIN LIGHTING; Pintsch Gas.

809

2603

Fig. 2190 — Section Throvigli Braclcet Mantle Lamp
No. 2587.

Fig. 2191— Section Tlirough Mantle Lamp No. 8503.

'^.

Fig. 2194— Section Through Mantle Lamp No. 3540.

Fig. 2195 — Section Through Combination Mantle
Lamp No. 3598A.

Safety Car Heating & Lighting Company.

810

PASSENGER TRAIN LIGHTING; Pintsch Gas.

Figs. 2196-2201

Fig. 2197 — Section Tiirough Bracket ^lantle Lamp
No. 2593.

Fig. 2196— Section Through Bracket Mantle Lamp No. 2S99x-V

KdlKtr

Pari S«Hm Ihni Codff Lutf nf Car
**(rtn] Talch avi EWnt Strtlrii,

j^„j^ SHtatiJiHullJ'liCodfrlJMifCer ___., .

Fig. 2198 — Section Through Combination Deck
:\rantle Lamp No. 3542A

Fig. 2199 — Section Through Deck ^Mantle Lamp
No. 2597.

204

3393

Hon ■ROOfC0CKNM3jaS339
COMPLETE TO BE FVSNI5KED
WITM THIS LAMP

3479 ^■5486 ^ 1690

Fig. 2200— Section Through Mantle Lamp No. 3572

Seciion fahm af 45' m Center Line of car

Fig. 2201— Section Through Mantle Lamp No. 3562.
Safety Car Heating & Lighting Company.

Figs. 2202-2206 PASSENGER TRAIN LIGHTING; Pintsch Gas.

811

Fig. 2202 — Section Through Bracket Mantle Lamp

Xo. 2506.

Fig. 2203— Section Through Bracket Ifantle Lam])
Xo. HSS6.

Fig. 2205— Section Through Bracket :\rantle Lamp
Xo. 2563.

Fii.''2204^XM Car Mantle Lamp No. 3520. Fig. 2206-Mail Car Mantle Lamp No. 8501.

Safety Car Heating & Lighting Company.

812

PASSENGER TRAIN LIGHTING; Vapor System. Figs. 2207-2210

/a Pipe,

/gg GASOLINE
FILLINQ VALVE

COMBINATION

AtR^TAN™" '^'^° -^'S- 2207 — Arrangement of Vapor Lighting System on Passenger Car.

2203

65/aq

Fig. 2208 — Section Through Carburetor Tank.

60^53*

23-~r

S?' 1

,

"

^/"

jt£j±

i~-'

"^'nS^

i»">-]^'S ,:. 1

»^

*.*UaiH-TS

1

^^

-.1

-

i

■«;.

Fig. 2209— Lamp No. 3530,

Wall Plate^

--

—2!

V

or

o

^

W

J5

^ Pipe Tlvead

Fig. 2210— Lamp No. 2598.
Safety Car Heating & Lighting Company.

Figs. 2211-2215 PASSENGER TRAIN LIGHTING; Vapor System.

813

— .ywiwiHG tiDi (a i« PMjr and CLiimG ^—

Fig. 2213— Section Through Vestibule Lamp No. 3574.

Safety Car Heating & Lighting Company.

Fig. 2215— Lamp No. 3510.

814

PASSENGER TRAIN LIGHTING; Acetylene Gas. Figs. 2216-2220

Fig. 2217 — Acetylene Lamp No. 86a.

1618. 596 or 59

Fig. 2216— Section Through Acetylene Lamp No. 1627.

Fig. 2218— Acetylene Lamp No. 2096.

Fig. 2219— Section Through Acetylene Lamp No. 1681. Fig. 2220— Acetylene Lamp No. 2012.

Safety Car Heating & Lighting Company.

Figs. 2221-2226

PASSENGER TRAIN LIGHTING; Acetylene Gas.

815

by Vs

Parts of Acetylene Lamps, Figs. 2216-2226.

17a

23

24

26

26b

26£

27

28

29

32

79
100
140
142a
144
151

Angle Flange

Iron Washer

Rubber Washer

■;<i in. Nipple, 6 in. Long

•1-s in. Nipple, 5 in. Long

3/i in. Nipple, 6% in. Long

i/i in. Locknut

Ell

*8 in. Cap

Vf. in. Ell

Ys in. E.vtra Strong Pipe

Glass Bowl

Screw for Be::el

Screw for Gas Cock Body

Screzv for Spring Lock

Scre'w for Catch and Reflector

154 Screw' for Flue

155 Screw for flinge

156 Screw for Ceiling Ring
156a Screw' for Flange

157 Screw for Reflector
157a Screw for Ceiling Ring
204 4.>8 in. I 'entilator
204a J 'entilator

307 Bccel for Bowl, with Hinge

316 Sfring Catch, Complete

316a Sfring for Catch.

323a Diaphragm

324 Ventilating Chimney

326 Cock, Complete

345 Spun Globe Holder Ring
{Continued on nc.vt page.)

Fig. 2221 — Section Through Acetylene Vestibule
Lamp No. 1694.

Clev-Tion of CotC>

Fig. 2222— Sections Through Acetylene Wall Lamp
No. 1641.

Fig. 2223— Wall Lamp No. 1641.

Fig. 2225-Deck Lamp No. 1681. F'S- 2226-Section Through Acetylene Lamp No. 2012.

Safety Car Heating & Lightmg Company.

816

PASSENGER TRAIN LIGHTING; Acetylene Gas.

Figs. 2227-2229

Parts of Acetylene Lamps, Figs. 2216-2226.. (Continued.)

439 Thick Washer for Cock

439a Thin Washer for Cock

444 Plug and Thumb-piece for

Cock

445 Bonnet for Cock

446 Screw for Cock

447 Spring for Cock

547 Screiv for Wall Plate

586 Extension' Chimney

589 Screw for Spun Globe Holder

590 Spun Globe Holder

596 9 in. Clear Glass Bowl

597 9 in. Etched Glass Bowl
1600a Frame for Dome
1602a Flue

1604 9 in. Etched Dome

1605 9 in. Opal Dome

1606 Dome Ring

1607 Four-flame Cluster
1608a Gas-way Tub
1609 Post fo'r Flues

1613 J-8 ft. Von Schwartz Burner

1614 ^ ft. Von Schwart:: Burner

1615 34 /'■ f'o" Schivartz Burner

1617 6"cr<?M; for Gaj-a'aji Tiffed 1826

Flange 1826a

1618 9 in. Opal Bowl 1827
1635 Bodv Casting 1832

1638 Gaj-it/av Tube 1833

1639 Flanged Ell 1834
1643 CrozTO 1835
1644a Gas-way Tube 1835a
1645 Frame for Dome 1860
1668 O/ifl/ Dome 1861
1672 Coi'^r /or Catch 1926
1674 ^/rnig for Catch 1928
1679 Ca/f/t 1949

1682 Bodv Casting 1950

1683 Gas Cock Body 1970

1684 Thumb-piece and Plug for 1971

Cock 1977

1693 Bt-;:?/ 1978

1695 Reflector 2025

1696 Bodv Casting 2026

1697 Ga.y-z«aji rii&c 2027
1697a Tzuo-flame Cluster 2028

1698 Brass Nipple 2119

1699 Flanged Ell 2854

1700 F/»(? 2855
1733 Spun Globe Holder 3070

Opal Bowl
Clear Glass Bowl

SiinU ^ _

Fig. 2227 — Section Through
Acetylene Lamp No. 1627.

6jj i»

6"-. in

Be.::el

Catch

Spring for Catch

Reflector

Spring for Hinge, Left

Spring for Hinge, Right

Flange for Catch

Screw for Flange

Body with Gas Cock

Spring Lock for Bezel

Lozi'er Thimble

Roof Thimble

Reflector

Casting for Reflector

Set Screw

Bushing for Flue Post

Reflector

Body Ring

Thumb Screw

Gas-way Tube

Two-flame Cluster

Ceiling Thimble

Roof Thimble

Ventilating Bell

Fig. 2228 — Sections Through Acetylene Lamp No. 1641.

Fig. 2229 — Arrangement of Acetylene Gas Lighting Apparatus on Passenger Car.
Commercial Acetylene Railway Light & Signal Company.

Figs. 2230-2235 PASSENGER TRAIN LIGHTING; Acetylene Gas.

817

Fig. 2230 — Section Through Acetylene Lamp
No. 2012.

Fig. 2231 — Section Through Acetylene Lamp
No. 2096.

Fig. 2233— Section Through Acetylene Lamp No. 1681.

Fig. 2234— Lamp No. 2012. Fig- 2235— Lamp No. 2096,

Commercial Acetylene Railway Light & Signal Company.

818

PASSENGER TRAIN LIGHTING; Acetylene Gas. Figs. 2236-2239

\;>^S',v';^!^

Fig. 2236— Section Through Lamp No. 2054.

Fig. 2237 — Pintsch Gas Lamp Converted for L^se
of Acetylene Gas.

Brazed Cylinder, Cut Open to Show Packing.

JVIain Cock.

Main Cock Ke\

Brass Union
Tee, 3^ in.

by Vs in.

Stud Valve.

No. 108 14 in.

Flange Union.

H. P.

3!4 : i 70

Fig. 2238— Section Through Lamp No. 1694.

No. 242 34 ft. V. S.
Burner. ]\Iale Thread.

Burner Pillar.

Charging Hose Connection
No. 144.

Regulating Valve.

Blow-Off for Safety Device.
Fig. 2239 — Parts Used in Acetylene Gas Lighting System.

Commercial Acetylene Railway Light & Signal Company.

Filling Valve.

Figs. 2240-2246 PASSENGER TRAIN LIGHTING; Acetylene Gas, 819

Fig. 2240 — Vestibule Lamp Xd, 7()'i

Fig. 2241— Two-Liglit Chandelier
No. 720.

Fig. 2242— One-Light Oval Corridor
Lamp.

Fig. 2245 — F o u r -
Light Chandelier
No. 754.

Fig. 2243 — F(.)ur-LiglU Combination
Gas and Electric Cliandelier
Xo. 747.

, i 1 D =.„ -,,,r,Kio Fie 2246 — View Showing Location of

Fig. 2244— Generating Apparatus and Removable rig. z^to v /p„i„fr.r

C rtridge Generator m Closet at Lnd ot Car.

Adams & Westlake Comi)any.

820

PASSENGER TRAIN LIGHTING; Acetylene Gas.

Figs. 2247-2253

Fig. 2247 — Combination
Gas and Electric Side
Bracket Lamp No. 723.

Fig. 2248— Oval Panel
Lamp No. 732.

Fig. 2249— Panel Lamp
No. 766, for Passage
Way.

Fig. 2250— Side Bracket
Lamp No. 738.

Globe Ventilator

Fig. 2252 — Arrangement of Piping on Passenger Car.

obe Holder negulator

(ja3 Rgce/yin^ Tank'

Fig. 2251— Section Through Lamp Body. Fig. 2253— Arrangement of Fixtures Under Car.

Adams & Westlake Company.

Figs. 2254-2263

PASSENGER TRAIN LIGHTING; Acetylene Gas.

821

Fig. 225^1 — One-Light Side
Deck Lamp with Curved
Foot for Empire Deck.

Fig. 2258 — Four-Light Chan-
delier No. 772.

Fig. 2255— Four-Light Chandelier
No. 792.

Fig. 2256— Two-Light Electric Bracket
No. 7190a.

Fig. 2259 — Two-Light Chandelier
No. 764.

Fig. 2261 — One-Light Vestibule Fig. 2262— One-Light Chandelier

Chandelier No. 798, for Flat Deck. No. 784.

Adams & Westlake Company.

Fig. 2257— One-Light Oval
Panel Lamp.

Fig. 2260— Two-Light Chan-
delier No. 770.

>'W()

Fig. 2263— Two-Light Electric
Bracket No. 7290.

822

PASSENGER TRAIN LIGHTING; Acetylene Gas. Figs. 2264-2259

Fig. 2264— Two-Light Chandelier No. 202.

Fig. 2265— Two-Light Chandelier Xo. 302.

Fig. 2266 — Bracket Acetylene Gas Lamps.

Fig. 2267— Application of Generator and Gas Tank Under Car; Avery System of Acetylene Gas Lighting.

Fig. 2268 — Generator Box Lowered for Recharging. Fig. 2269 — Generator Box Closed in Running I'osition.

Dayton Manufacturing Company.

Figs. 2270-2273

PASSENGER TRAIN LIGHTING; Electric.

823

Fig. 2270— Application of Generator to Truck in Ne^ oold System of Electric Lighting

Fig. 2271— Generator with Casing Removed, Showing
Brushes.

Fig. 2272— Generator with Casing and Pulley Removed and
Brushes Taken Down.

Adams & Westlake Company.

Fig. 2273 — Automatic Regulator.

824

PASSENGER TRAIN LIGHTING; Electric.

Figs. 2274-2275

Fig. 2275 — Type C-2 Panel. Regulator and Automatic Switch.
United States Light & Heating Company.

Figs. 2276-2278

PASSENGER TRAIN LIGHTING; Electric.

825

Fig. 2276— Type A-2 Panel. Automatic Switcli;
Buclcer Sj'stem.

Fig. 2277— Type E-2 Panel. Regulator and Auto-
matic Switch; Export Type.

Fig. 2278— Lamp Regulators, Types C-3 and C-4, for Mounting Outside.
United States Light & Heating Company.

826

PASSENGER TRAIN LIGHTING; Electric.

Figs. 2279-2280

Fig. 2279— Type K Lamp Regulator Relay.

r*+-

6 ^b (^ @ (*) 4) ^ <b

Fig. 2280— Type C-7 Pane
United States Light & Heating C

K- <g

ompany.

Figs. 2281-2282 PASSENGER TRAIN LIGHTING; Electric.

827

Fig. 2281 — Type B-1 Lamp Regulator, for Mounting Inside Locker.

Fig. 2282— Type S-1 Panel.
United States Light & Heating Company,

828

PASSENGER TRAIN LIGHTING; Electric.

Figs. 2283-2286

f

1 1 1

v^i

■^ , ^

\ \

) i

^^■~"

^^

y

^--i-^

1 i :

^3

Fig. 2283 — U. S. L. Generator on Suspension and Truck.

Fig. 2284— Vestibule Type of Train Line Coupler for Overhead Use. Couples by Hand, Uncouples

Automatically.

Fig. 2285 — Steam Type of Train Line Coupler for

Use Below Car Floor. Couples by Hand,

and Uncouples Automatically. Capacity, 300

Amperes.

Fig. 2286— U. S. L. Generator, Type 0-3.
United States Light & Heating Company.

Figs. 2287-2289

PASSENGER TRAIN LIGHTING; Electric.

829

(i~.

Fig. 2287 — Tender Generator, Gear Driven
from Axle; Capacity, 25 K. W. Adapted
for Lighting and Charging Batteries on
10 to 12 Cars.

Fig. 2288 — Application of Gear-Driven Tender Generator to Pennsylvania Railroad Tender, Showing

Method of Suspension.

Fig. 2289 — Si.x-VVheel Truck Equipped with Type M Generator.
United States Light & Heating Company.

830

PASSENGER TRAIN LIGHTING; Electric

Figs. 2290-2293

Fig. 2290— Type CC, 2 Pole, 20-:5 K. W., Curtis
Steam Turbine for Train Lighting; Speed.
4,500 R. P. :\I. Located on and Tal<es Steam Fig. 2291— Baggage Car Type of Curtis Steam Tur-

Supply from Locomotive. bine Cienerator Set, for Train Lighting.

General Electric Company.

Fig. 2292 — Con.solidated Type F, 2 K. W. Dynamo, for Baggage Cars and Coaches.

Fig. 2293— Generator Applied to Si.x- Wheel Truck; Consolidated Type D Axle Light System for Dining,

Sleeping and Private Cars.

Consolidated Railway Electric Lighting & Equipment Company.

Figs. 2294-2298

PASSENGER TRAIN LIGHTING; Electric.

831

Fig. 229A — Regulator for Type A Equipment.

Fig. 2295 — Kenned)' Regulator, Type D, with Cover
Removed.

Fig. 2296 — Generator .Applied to Four-Wlieel Truck; Consolidated Type A Axle Light System fur Day

Coaches and Chair Cars.

Consolidated Railway Electric Lighting & Equipn^ent Company.

^-^ r- 0 Pi.. •.• *.•.•.'/. ^■-

Fig. 2297— Dynamo with Ball Bearings. Fig. 2298— Dynamo with A\ aste Packed Heads.

.Safety Car Heating & Lighting Company.

832

PASSENGER TRAIN LIGHTING; Electric.

Figs. 2299-2302

TRAIN UWE.

f

r' in VOLT GREEN
PILOT LAMP TO
K PLACED NCWI
LAMP 9WT1CH nUO

^'tH^

A.—, IIOVOLT GREEN
(5 PILOT LAMP TO
■^ BE PLACED NEAR
LAMP SWnCH PANEL

Fig. 2299— Type F Wiring
Diagram.

Fig. 2300 — Section Through Waste
Packed Head for Dynamo.

Fig. 2301— Type D Wiring
Diagram.

Fig. 2302— Dynamo Suspended on Six-Wheel Truck.
Safety Car Heating & Lighting Company.

Figs. 2303-2306

PASSENGER TRAIN LIGHTING: Electric.

83J

r25S'tJJj^7agq ^7260

Fig. 2303— Section Through 2.6 K. W. Dynamo with Ball Bearings.

7238-^1^^^7259 7260
Fig. 2304— Section Through 2.6 K. W. Dynamo with Waste Pacl<ed Heads.

^'^■' ,^»

Fig. 2305-Brush Rigging No. 7625. Fig. 2306-Waste Packed Head with Brush Rigging.

......„..,' Car Heating & Lighting Company.

834

PASSENGER TRAIN LIGHTING; Electric.

Figs. 2307-2310

Fig. 2307 — Type F Dynamo Regulator.

Fig. 2308— Type F Lamp Regulator,

Fig. 2309— Type D Dynamo Regulator. Fig. 2310— Type D Lamp Regulator, with Relay.

Safety Car Heating & Lighting Compan\',

Figs. 2311-2313 PASSENGER TRAIN LIGHTING; Electric.

835

.--sy"*'

Fig. 2311— Car Lighting Generator of 30 and 60 Volt, 2, 3 and 4 K. W. Capacities.

Fig. 2312 — Generator Shownig Pule Clianger Ready tor Removal.

Magnet Frame.
Armature with Shaft.

i'ulley End Housing.
Generator PuUej'.

Commutator End

Housing.

End Cap.

Trip Holder.

Fig. 2313— Main Parts of Generator; Gould Simplex System of Car Lighting

Gould Coupler Company.

836

PASSENGER TRAIN LIGHTING; Electric.

Figs. 2314-2315

-i^^ -^

Fig. 2314 — Mechanical Pole Changer.

Commutator End Housing.

End Cap. Trip Holder. Bearing.

Lever Nuts. Brush Holder.

Pulley End Housing
Pole Changer Switch.

Fig. 2315 — Parts of Pole Changer End of Generator.
Gould Coupler Company.

Figs. 2316-2317 PASSENGER TRAIN LIGHTING; Electric.

837

Fig. 2316— Generator Regulator, Type B.

Fig. 2317-Multiplier, Type A, and Lamp Regulator, Type B.
Gould Coupler Company.

838

PASSENGER TRAIN LIGHTING; Electric.

Figs. 2318-2320

Fig. 2318 — Wiring Diagram Showing Regulators

Fig. 2319— Regulator Panels Arranged for
Alounting in Locker, Showing Type M
Lamp Regulator and Type BB
Generator Regulator.

Fig. 2320 — Axle and Generator Sprockets and Chain.
Gould Coupler Company.

Figs. 2321-2322

PASSENGER TRAIN LIGHTING; Electric.

839

Fig. 2321— Generator Pulley, Belt. Axle Pulley and Bushing.

LAMP REGULATOR MULTIPLIER

S ■ DOTTED i_iNe3
mE positive side.

BATTERY

Fig. 2322— Wiring Diagram Showing Type B Generator Regulator; Type B Lamp Regulator; and Type A

Multiplier.

Gould Coupler Company.

S40

PASSENGER TRAIN LIGHTING; Electric.

Figs. 2323-2324

Fig. 2323— Generator ^lounted on Link Suspension.

"j^.

Fig. 2324— Generator Mounted on Drop Type Suspensic
Gould Coupler Company,

Figs. 2325-2326

PASSENGER TRAIN LIGHTING; Electric.

841

Closed. Open.

Fig. 2325 — Generator Cable Connection Box. Gould Coupler Companj'.

Fig. 2326— Double Compartment Cell and Parts. Gould Storage Battery Company.

842

PASSENGER TRAIN LIGHTING; Electric.

Figs. 2327-2334

Fig. 2327 — Lead Lining for Type
EP-13 Storage Battery.

Fig. 2328— Tudor Positive Group
for Type EC-13 Storage Battery.

Fig. 2329 — Rubber Jar for Type
EP-13 Storage Battery.

B

Fig. 2330 — Manchester Positive
Group for Type ECS-13 Storage
Battery.

Fig. 2331 — Box Negative Group
for Type ECS-13 Storage
Battery.

Fig. 2332 — Rolled Negative Group
for Type ECS-13 Storage
Battery.

Fig. 2333— Two-Cell Unit of Type EP-13 Storage
Battery in Lead Lined Tank with Special
Connectors.

Electric Storage Battery Company

Fig. 2334— Two-Cell Unit of Type EP-11 Storage
Battery in Rubber Jars, with Wood Crate.

Figs. 2335-2346

PASSENGER TRAIN LIGHTING; Electric.

843

Fig. 2335 — Sponge Rubber Term-
inal Bushings for Type EP
Storage Battery Cover, Positive
and Negative. •

Fig. 2337— Cable Connector Fig. 2338— Cable Connector
Xo. 7290. No. 7292.

(^Q:>

Fig. 2339— Bolt Connector Fig. 2340— Lead Protector

No. 7080. Cap No. 7090.

ESOCO 201

Fig. 2336 — Ribbed and Perforated
Rubber Separator for Type EP
Storage Battery. (Ribbed on
Both Sides.)

Fig. 2343— Soft Lip Rubber
Cover for Storage Battery
Cell, Showing Knob and
Soft Rubber Vent Plug.

Fig. 2341 — Hard Rubber Cover for
Type EP Storage Battery Cell,

Showing Hard Rubber Vent pig_ 2342 — Tudor Accumulator Element for
Plug. Type EP-13 Storage Battery.

Fig. 23.44— Shelf Negative Plate for
Type EP Storage Battery.

Fig. 2345 — Tudor Positive Plate for

Type EP Storage Battery.
^' _ _ic Storage Battery Company.

Fig. 2346— Rolled Ne
for Type EP Stora

gative Plate
e Battery.

844

PASSENGER TRAIN LIGHTING; Electric.

Figs. 2347-2353

Fig. 2347— Positive
Electrode.

-^■Hi'-

_a_-i-

AA.

Fig. 2348— Negative
Electrode.

ID

/ei

^

-7,£-

Fig. 2351— Battery of Three Cells Type A-SH.

A%.

V

Fig. 2349 — Posi-
tive Electrode
Tube.

Fig. 2350— Type .\-8H
Battery .Vssembled,
But Entirely Re-
moved from Con-
tainer.

A-4H A-6H A-8H A-IOH A-12H

ISO 225 300 375 450

Ampere Hour Capacities.
Fig. 2352 — Types of Edison Storage Batteries.

Edison Storage Battery Company.

Fig. 2353 — Contents of Con-
tainer Partly Lifted Show-
ing End and Side, Insula-
tion.

Figs. 2354-2361

PASSENGER TRAIN LIGHTING; Electric.

845

'!■

-3'i

A.^_A A

]D

.2S|

SA

r3

Fig. 2354— r.attcry uf Five Cells. Type A-SH.

■^

flSQ. flj

yn

Fig. 2357— Battery of Three Cells, Type A-12H.

Fig. 2355 — Jumper.

Fig. 2356 — Conneetor.

ill

aiiiii!!i!iiii

Fig. 2358— Poeket for

XeKati\-e lUectrode.

Fig. 2359— Battery of Three Cells, Type A-8H in Tray.

Edison Storage Battery Company.

Fig. 2360— Jack.

Fig. 2361— Wrench.

846

PASSENGER TRAIN LIGHTING; Electric.

Figs. 2362-2366

Fig. 2362— Complete Set of 25 Cells, Type A-8H.

Fig. 2363— T3^pe A-8H Cell Cover
Showing Filling Aperture and
Check Valve.

Fig. 2364— Electric Cell Filler.

Fig. 2365 — Complete Cell with Cover
Removed to Show Method of
Insulating.

Edison Storage Battery Company.

Fig. 2366 — Willard Type P.T.L.-13 Train-Lighting Storage Battery and Parts, with Style A Connectors.

Willard Storage Battery Company.

Figs. 2367-2377 PASSENGER TRAIN LIGHTING; Miscellaneous Details.

847

J

-"^^

iwiri-j

Fig. 2367 — Types of Terminals for Use with
Willard Train-TJghting- Batteries.

i

i

f J*?M

^

r

r

L

1

BK'

r ■*

Fig. 2369 — Section Tlirough Car Receptacle for
Charging Storage Batteries. Ward Equip-
ment Company.

Fig. 2368— Plate for Willard Train-Light-
ing Battery. Willard Storage Battery
Company.

Fig. 2370 — Section Through Electric Charging Plug
for Storage Batteries. Ward Equipment
Company.

Fig. 2371 — Morse Silent Chain for Driving Axle Light Generators. Morse

Chain Company.

Fig. 2374 — Connector for Charging Storage Bat-
teries. Ward Equipment Company.

Fig. 2373— Mica Chimney
No. 109.

Fig. 2372— Car Filler's

Lantern No. 209, for Fig. 2375— Gas Lamp Fig. 2376— Gas Lamp j^i^ 237.

Use When Filling Mantle No. 2640 Mantle No. 3044

Pintsch Gas Tanks. and Protector. and Protector. Fig. 2377— Types of Gas Lamp Chimneys.

No. 234.

Safety Car Heating & Lighting Company.

848

PASSENGER TRAIN LIGHTING; Reflectors and Shades. Figs. 2378-2406

Fig. 2380— Ring Re-
flector Xo. 1625.

Fig. 2381— Ring- Reflector
Xo. 110.

Fig. 2378— Enam-
eled Chimne\".

Fig. 2 3 7 9 — T w o -
Flame Reflector.

Fig. 2385 — Cup

Reflector.

Fig. 2332 — Re
flector Xo. 410.

Fig. 2383 — R e -
flector X... 577. pig. 2384— Etched
Shade.

Fig. 2386— Clear Glass

Bowl. Fig. 2387 — Clear Glass

Bowl with Etched
Figure.

Fig. 2388— Opal Dome.

Fig. 2393— Fig- 2394— Etched Glass Bowl
G 1 a s s f o r 1 1 in.

Lamp X^o.
205a.

tT

"

^■>,

|X~« "* *'

fNA

^"Vt^

- ;

i '

^

i .

i

1

'tc

^

K.

-7

Fig. 2396— Straw Opal
Bowl, 8'4 in.

Fig. 2398— Etched Bowl.

Fig. 2399 — Opal
Bowd, 6 in.

Fig. 2400— Ribbed
Dome, 7 in.

Ml: ^-ffi

Fig. 2 3 9 7 —

Straw Opal j^f^yi^^^

Bowl, 4-:^ 5 in. %-^'^rri^^^^^^

Fig. 2401 — Etched
Bowd. 6 in.

Fig. 2402— Opal
Shade, 2;4 in.

Fig. 2403 — Pressed Fig. 2404 — Etched Fig. 2405 — Etched

Shade, 2'-4 in. Shade, 2].'^ in. Shade, 3 in.

Safety Car Heating & Lighting Company.

Fig. 2406— Clear Glass
Bowl with Etched
Figure, 9 in.

Figs. 2407-2431 PASSENGER TRAIN LIGHTING; Reflectors and Shades. 849

k^i^

Fig. 2407— Opal Dome,
10 in.

Fig. 2408— Etched Globe, Fig. 2409— Etched Globe, Fig. 2410— Bowl, WA in.
4 in. 3'^ in.

Fig. 2411— Bowl Xo. 8017.

Fig. 2412 — Opal
Globe, 4 in.

Fig. 2413 — Shade Fig. 2414— Etched Fig. 2415— Etched

No. 3847. Shade, 2'4 in. Shade, 214 in.

-****

ilei^ii\w$'^m

ill

Fig. 2416— Corona Bowl Fig. 2417— Opal Envelope Fig. 2418— Bowl Xo. 8159. Fig. 2419— Bowl Xo. 8025.
X'o. 3425. Xo. 8671 and Prismatic

Reflector No. 8672.

\

Fig. 2421— Shade No. 9011. Fig. 2422— Shade.

Fig. 2423— Bowl Xo. 8098.

^s

Fig. 2420-Opal Envelope Fig. 2424-Electro-Etched Fig. 2425-Shade No. 3990. Fig. 2426-Shade Xo, 3912.
No, 8687 and Prismatic Shade, 4 in.

Reflector No, 8693.

I -i

jj'i

'??i

^|.=x

^

Fig. 2427— Shade No. 2346. Fig. 2428— Shade Fig. 2429— Reflector Fig. 2430 — Shade Fig. 2431 — Shade

No. 8261. No. 3913. Xo. 3767. Xo. 3738.

Safety Car Heating & Lighting Company.

850

PASSENGER TRAIN LIGHTING; Electric Lamps. Figs. 2432-2447

Fig. 2435— Lamp No. 2254.

Fig. 2437— Lamp No. 3889.

Fig. 2436— Lamp No. 2372.

Fig. 2441— Lamp No. 2255.

Fig. 2443— Lamp
Fig. 2442— Lamp No. 8304. No. 3880. Fig. 2444— Lamp No. 8105.

Fig. 2445 — C h a n ■
delier No. 3688.

Fig. 2446— Lamp No. 2378. Fig. 2447— Lamp No. 2160.

Safety Car Heating & Lighting Company.

Figs. 2448-2477 PASSENGER TRAIN LIGHTING; Electric Lamps.

851

Pendant j,t„ jnoi Bracket

No. 1749. ^^"■^^•^^- Lamp No. Fig. 2451— Cor- Fig. 2452— Fig. 2453— Fig. 2454 —

1785. nerBerthLamp. Berth Lamp Berth Lamp Lamp No.

No. 2485. No. 3862. 8661.

Fig. 2455— Lamp Fig. 245 6— In- Fig. 2 4 5 7 — In- _„^__-i^

No. 8094. direct Lighting direct Lightingpig. 2458 Lamp Fig. 2459 — Lamp Fig. 2460 — Lamp

Fixture No. Fixture No. No. 3875. No. 3785. No. 3960.

8700. 8216.

Fig. 2461 — Bracket Fig. 2462— Bracket Fig. 2463— Two-Light

Lamp No. 2305.

Lamp No. 8249.

racket.

Fig. 2464 — One- Fig. 2465 —
I^ight Bracket. Pendant.

Fig. 2466

Platform Lamp.

Fig. 2467

Electric Lamp.

V'Tf,,,

Fig. 2470—
Pendant No.

2482.

hr^l

\

'f^^

ii

Fig. 2471—

Pendant No.
8139.

Fig. 2472—

Bracket Lamp
No. 8183.

Fig. 2469— Lamp
No. 2310.

Fig. 2473—

Bracket Lamp

No. 2318.

Fig. 2474—

Pendant No.
2412.

m-

Fig. 2475—

Pendant No.
2145.

Fig. 2476— Swinging Bracket Lamp No. 8181.

■" ' • '"ar Heating & Lighting Company

Fig. 2477 — Removable Swinging Bracket Lamp
No. 8380.

852

PASSENGER TRAIN LIGHTING; Electric Lamps. Figs. 2478-2502

/

i

No. 8406.

Fig. 2478-Pend- Fig- 2479 -Ves- Fig. 2480-Pend

ant Xo. 8185. t.bule L a m p ant No. 3S46.

5406.

Fig. 2481 — Bracket

Lamp Xo. 8373.

Fig. 2482 — Bracket
Lamp X'o. 8663.

t^==T^^

.r.^^-

Fig. 2483 — Bracket Fig. 2484 — Bracket ^'S- 2485- Bracket

Lamp Xo. 8138. Lamp Xo. 8184. Lamp No. 3845.

i

^-

,f^^>

IL

Fig. 2486--

Bracket Lamp
No. lii'C'.

Fig. 2487 —

Pendant
No. 2136.

n

'-U^

Fig. 2488— Bracket Lamp
Xo. 8080.

Fig. 2489— Fig. 2490— Fig. 2491- Fig. 2492— Fig. 2493 —

Bracket Bracket Platform

Lamp. 1-amp. Lamp.

a c k e t il a i 1 C a i

Lamp. Lamp.

Fig. 2494— Electric Fig. 2495— retail Car
Lamp for Condnit. Lamp X'o. 8801.

Fig. 2496— Fig. 2497— ^ig. 2498—

Wail Car :\1 a i 1 Car .Vdjustable

Lamp. Lamp. Table Lamp.

Fig. 2499—

Candelabra

Xo. 2125.

Fig. 2501— Five-Light Deck
Fig. 2500— Lamp No. §645. Lamp. Fig. 2502— Four-Light Deck Lamp.

Safety Car Heating & Lighting Comnanv.

Figs. 2503-2511 PASSENGER TRAIN LIGHTING; Electric Lamps.

853

No. 2453. No. 2166. No, 3665.

Fig. 2503 — Candelabra. Safety Car Heating & Ligliting Company.

Closed. Open.

Fig. 2504— Berth Lamp.

Fig. 2505— Pend-
ant No. 7620.

Fig. 2506— One-Light

Chandelier.

Closed. Open.

Fig. 2507— Licrth Lamp No. 10540.

Fig. 2508— Bracket Lamp No. 9230.

Fig. 2509— Bracket Lamp No. 7260,

Fig. 2510— Bracket Lamp. Fig. 2511— Pendant

No. 7760.
Adams & Westlake Company.

854

PASSENGER TRAIN LIGHTING; Electric Lamps. Figs. 2512-2518

0^- - ~

Fig. 2512-Four-Light Chandelier. Fig. 2513-One Light Center Fixture Fig. 2514— One Light Center Fixture

Fig. 2515— Two-Light Bracket Lamp.

Closed. Open.

Fig. 2516— Berth Lamp No. 9600.

Fig. 2517-One-Light Pendant. Fig. 2518-One-Light Pendant.

Adams & Westlake Company.

Figs. 2519-2524 PASSENGER TRAIN LIGHTING; Electric Lamps.

855

i'\ k-#-J

Fig. 2519 — iliscellaneous Electric Lamps. Dayton Manufacturing Company.

1

Fig. 2520 — }>Iercury Vapor Mail Car Lamp. Cooper
Hewitt Electric Company.

Fig. 2521— Flex Shade Holder.

^iMm.

, '^^^^^s*.

j^^^^L,

i^SijS^^.

mt.

j^h|mH^hH|^N

^^k

m^H^^j^l^^H^^^&H^^

fL''-Jn&

i^K;^J^^^^^^^

^^K

Tl ^Br" '^'' h3^ '^

.^sil^t^HBu

lllpp-<#>,^ .--^ff^

w

™f *.i_«iJ

g^^Wf'

^^^^^^^

mm

^^w

Fig. 2522— Bracket Lamp.

Fig. 2523— Gibbs Berth Lamp.

Dayton Manufacturing Company.

856

PASSENGER TRAIN LIGHTING; Oil Lamps.

Figs. 2525-2531

Fig. 2525— Side Wall
Lamp.

Fig. 2526 — Center Lamps. Fig. 2527 — Center Lamps.

Dayton Manufacturing Company.

Fig. 2528— Center Lamp. Adams & Westlake
Company.

Fig. 2529 — Center Lamps with Victoria Burners for
LTse with Heavy Oil. Sherburne & Company.

Fig. 2530 — Improved Combination
Smoke Bell and Ventilator.

Fig. 2531 — Vestibule Dome or Platform Lamp.
Adams & Westlake Company.

Figs. 2532-2536

MOTOR CAR DETAILS.

857

Fig. 2532— Switch Group for 1,500 Volt, Direct Current Control.

Fig. 2533— Bolted Commutator and Shaft.

Fig. 2534 — Armature Spider.

Fig. 2535 — Double Equipment of No. 308 Commutating Pole Motors, with Forced Ventilation, and Type

Y-E Double Blower Set, for the Long Island.

Fig. 2536 — Motor Car Equipped with 1,500 Volt, Direct Current Apparatus.
Westinghouse Electric & Manufacturing Company.

858

MOTOR CAR DETAILS.

Figs. 2537-2543

Fig. 2537— Comniutatinc; Pole Railway Motor.

Fig. 2539— Gear Case for Railway Motors.

Fig. 2540— HL Control Unit Switch Group, Showing
Overload Trip and Eight-Unit Switches.

Fig. 2538— Type 264 Line Switch Without Cover.

Fig. 2541— No. 323-A, 38 H. P.,
600 Volt, Commutating Pole
Motor in Open Position,
Showing the Armature in the
Upper Field Frame.

Fig. 2542 — Type K Controllers for Railway Service.

Westinghouse Electric & Manufacturing Company.

■■ ■ ■- ; ._ __..^=

Fig. 2543— Interior of Type
K-34-D Railway Controller.

Figs. 2544-2549

MOTOR CAR DETAILS.

859

Fig. 2541 — Section Through Unit Switch Group.

Bit

POCKET

tJHRMAL
Oil, LEVEL'

D5NG FIBRE
VVOOI. WA5U

BEARINfl

OVERFLOW'
poCKtT

^

Ughfning
Nrester

Choke
Coil

[Ti^eT^

Pl|f

\snap ^-^ l-'g''^^

MU Tripping
'^ Switci?

Canopy Sw/fr/Tr-—^

i^

Trolley
Terminal
AMtllary
Contacts in
Line Switch lontroller^-^

Fig. 2545 — Wiring Diagram for Auxiliarj' Contactor
Equipment.

Fig. 2547 — Unit Switch iMagnet and Cylinders Cut to
Show Working Parts of the Air Cylinder of
Unit Switches.

Fig. 2546 — ^lotor Bearing.

"♦^fJW-^y ^

Fig. 2548— No. 321, 750-1,500 "Volt Direct Current Commutating Pole

Railway Motor.

Fig. 2549 — Single Jaw Line
Switch of the Unit Switch
Type for Use with Auxiliary
Contactor Equipments.

Westinghouse Electric & Manufacturing Company.

860

MOTOR CAR DETAILS.

Figs. 2550-2554

Location of Spring Retaining,
Bolt Hoies in Oppositt
tV/iee/s iVi}en Wijeeis are
Pressed on Axie.

Wheeis Pressed on Axle at
Pressure of Ten Tons per
Inch of Diameter BotfJ
Wheels on Pach Axle Must

S,fMin Caliper Alike

3r/Max.

T? Ig Length OferAII-

Fig. 2550 — Quill and Spring Driving Arrangement for New York, New Haven & Hartford Victor Shown

in Fig. 2561.

Circui+Bkr.

T I T ^^

T- 1 T

^>

^.

B^^

5g^

/CniffSmfch

Sequence of S^vii-ches.
A. C. Operation.

B0:>% A ^6 BO 7ro//ei/ l/m/i

#^/r

KickGric/s ^Gl
'Gr

5i^ 1 S34\&£\7\8\9W/P5^%

1 o

O 0

0

xoo :

oo

6

IF o °

oO

0

2: 00^

y

oo

6

T o c

> o

oo

o

ff 0 c

) oo

0 o

o

D. C. OperaHon

S^/ Z3i

f^^78

^'^

//p

X-

o

0

O 0

21

o

6

(J

o o

%

0

o 0

0

O 0

% o -

0

o o

o

O 0

% g i

3 O

0 o

0

o O

£i 5 c

) 0 O

o o

0

o o

>" o c

) o 0 o

0 o

0

O 0

TroA

o

0

O 00

~sr :

o

O 0

ao

^

o

0

0 o

00

.^

o

0 o

<?0

oo

-^ ° -

o

o o

o o

0 0

/S 0 c

3 O

0 0

o o

0 0

/^ 0 c

3 0 0

o O

o o

op

M. 0 i

3 0 O G

oo

O 0

0 0

Fig. 2551 — Wiring Diagram for New York, New Haven & Hartford Alternating Current ilotor Cars.

Fig. 2552— Direct Current
Car Circuit Breaker.

Fig. 2553— Open View of Cir-
cuit Breaker for Car
Service.

Fig. 2554 — Westinghouse Car Type Circuit
Breaker.

Westinghouse Electric & Manufacturing Company.

Figs. 2555-2559

MOTOR CAR DETAILS.

861

Fig. 2555 — \\'estiiighousc AI. P. Lightning Arrester
for Railway Service.

K — (? -IO4 to Gui^ge Line
c^ f'si to ^ofrrarne^

/" I

[< — t^^ J'&i6 to Center ot Truck

{toiofTron

I era 1^/, It l-llitoGuageLine

fjy I?'',-' '< E'-(fto^Gmie_LirK,i'^

Fig. 2556 — Xew Yorl^, Xew Haven
& Hartford Third Rail Current
Collecting Shoe.

------i

5^'=; "^-^V-/. I

Fig. 2557— New York, Xew I-Iaven cSi Hartford Pantagraph Trolley.

Fig. 2558— Motor Control Cut-Ont for Two 200
H. P. Direct Current Motors.

Westinghouse Unit Switch System of Multiple Control

Westinghouse Electric & Manufacturing Company.

Fig. 2559 — Type No. 176-C Reverse Switch for Two
200 H. P. Direct Current Motors.

862

MOTOR CAR DETAILS.

Figs. 2560-2562

Cutouf Switches akscan
connected to */ handle-
Cutout switches d.e, 8 fare
connected to ^2 handle

lAaster Confrolfer

-BloHOuf Coil

/feceptacle~,

Sequence

of Switches

Stip

Switches 1

LS

s

<?

p

Ri

Rl

«,

«-f

1

O

o

O

2

O

o

O

3

O

o

O

0

t

0

o

o

o

S

O

o

O

o

o

o

o

o

o

o

6

o

o

o

o

o

7

o

o

o

o

o

a

o

o

0

o

o

o

3

o

o

o

o

o

o

Reset,,
Coil-

Fig.

Switch Group

2560 — Wiring Diagram for Type HL Unit Switch Control for Quadruple Equipment of 75 H. P.
Railway Victors. Westinghouse Electric & Alanufacturing Company.

I

Weight5>

Ar mature mc/. Pin for? 2450 Lbs.

Sfationar/ Parf incf-GearCase 5900 "
Qui//. Gear, Or/Ve Defaiis / 600 "

Total 7950 "

Fig. 2561 — Motor Used on the Xew York, New Haven & Hartford.

Shims for Height Adjustm^f

Fig. 2562— G. E.-216A, 50 H. P., 600 Volt Railway Motor. Weight, 2,875 lbs. General Electric Company.

Figs. 2563-2565

MOTOR CAR DETAILS.

863

Fig. 2564 — General Arrangement of G. E. 207 Railway Motor.

Fig. 2565— G. E. 203A Railway Motor. Capacity SO H. P. at 600 Volts. Weight, Including Gear and

Case, 2,150 lbs.
General Electric Company.

864

MOTOR CAR DETAILS.

Figs. 2566-2571

Rear. Fig. 2566— G. E. 207 Railway Motor.

Fig. 2567 — G. E. 219 Railway ilotor with Lower Erame
Dropped and Armature Ready for Removal.

Fig. 2568— Third Rad Luireiit CUeLting bhoe
IMounted on Truck.

r

•

1

1

-Open Conduit Plow or Current Fig. 2571— Series-Parallel Controller K-36.

Collector. General Electric Company.

Figs. 2572-2580

MOTOR CAR DETAILS.

865

Fig. 2572— T h r e e -
\\';iy Snap Switch
lor Lighting- Cir-
cuit.

Fig. 2573 — Keyless Lamp
Socket and liase.

Fig. 2574— Type R. G. Rheostat for Railway
Service.

Fig. 2575— ilaster Controller
for Automatic Control.

r~

//3SS 7

/ /sesg

1 1 8/ /£

//etod
i/e/oi —
/ s z /e —
/ /e/09

/ /S ///
/463d

//a/ /6

//S / /O

I /333Z
3 3 6-3 7
I I3SB0
//3£3/
//3ig6
U 3/dJ
//OOdS
/l3/<3 7

//ooez

/I3&30
/I3 2 / 7
//3e /S

1/3233
30SZS

//0035
//3S /?
I/3S/9
/1 3a 30
/73 66

//3ei7
//sasi

/ / O0S7

/ /3e/3
//3/se

//OOS3
/OS7>6 ■

'/sa6a ■

/IBZ63

Fig. 2576 — Spring Type Cur-
rent Collector for (J)\tr-
Running Third Rail.

Fig. 2577— Spring Type Cur-
rent Collector for Under-
Running Third Rail.

Fig. 2578— Trolley Harps
for High and Low Speed
Service.

Fig. 2579— Type K-36-B Controller.

General Electric Company.

Fig. 2580 — Master Controller.

866

MOTOR CAR DETAILS.

Figs. 2581-2590

Fig. 2584 — Lamp Socket.

Fig. 2583 — Form 10, 2

Ampere, 550 Volt, Di-
rect Current, Luminous
Arc Headlight.

Fig. 2581— Control Coupler
Socket.

fi/OSZ

Fig. 2582 — Control Coupler Jumper.

Fig. 2585 — Ball Bearing Trollej- Base.

Fig. 2587 — Three
Ampere, 600 Volt,
Single Pole, Com-
bined Indicating
Switch and En-
closed Fuse Cut-
out.

Fig. 2586 — Circuit Breaker.

Fig. 2588— Type M, Form
D Lightning Arrester.

Fig. 2589 — Contactor. Fig. 2590 — Automatic Circuit Breaker.

General Electric Companj^

Figs. 2591-2594

MOTOR CAR DETAILS.

867

CiRCutF BnLAnER^

^.AND fa.TAPS-ARE CONNECTED _TQ S'^VE Vtfl^e I^J CaBUE,.

Fig. 2591— Car Wiring for Two Series-Parallel Controllers and Four Motors.

Fig. 2592—1,200 Volt
Lamp Receptacle.

Fig. 2593— Roller Bearing Trolley Base.

Fig. 2594— Circuit Breaker with Co

General Electric Company.

868

MOTOR CAR DETAILS.

Figs. 2595-2598

7ro//ey

Ca6'Oi/6 <3y/6c/^

5ii-

P r

i;-(---_-i-,-| 1-1 ^_ ^_ D 'e

C/rCij^i Cor76crc6or Sox /Peye^nser

SreeA-er

Fig. 2595 — Control Wiring for Sprague-General Electric Type 'S\ Control.

.^

7^^
'-J

^k^-^= TPoZ/ey

n

i-il

,^ri

CG /9Aeos6c6s

[J

=^

3se

\w

X

_Ah6o>
/-eoah

^2) W %

ffevenser

/z/^e Sox Orca/6 Con6<7c6or Sox

SreoA-er
Fig. 2596 — Motor Wiring for Sprague-General Electric Type M Control.

General Electric Company.

Fig. 2597— Electric Incandescent Elood Fig. 2598 — Arrangement of Engine and Transmission on Fairbanks-
Headlight. Dayton :\Ianufacturing Worse Gasolene Motor Cars.
Company. . .

Figs. 2599-2604

INSPECTION CARS.

869

Fig. 2599— Section Gasolene ilotor Car No. 14.

Fig. 2600— -VU-Steel Gasolene Motor Car No. 28.

Fig. 2601— Engine for Motor Car No. 28
Sho"n'ing Timer.

Fig. 2602— Removable Power Plant of Motor Car No. 32.

Fig. 2603— Engine for ^fotor Car No. 28. Fig. 2604— Engine and Gear for Motor Car No. 30.

Fairbanks, Morse & Company.

870

INSPECTION CARS.

Figs. 2605-2607

Fig. 2605— All-Steel Gasolene Motor Car No. 30.

Fig. 2606— Bottom View of INIotor Car No. 32.

Fig. 2607— Gasolene Section Motor Car No. 32.
Fairbanks, Morse & Company.

Figs. 2608-2611

INSPECTION CARS.

Fig. 2608— Gasolene Sect

871

ion Motor Car No. 26.

Fig. 2609_Inspection Gasolene Motor Car No. 2J.

Fig. 2610— Ball Bearins

Velocipede Car

Fig. 2611-Velocipede Car No.

19.

Fairbanks, Morse & C

ompanj'.

872

HAND CARS.

Figs. 2612-2615

Fig. 2512 — Hand Car with Auxiliary Gasolene jMotor.

Fig. 2613— Standard Section Hand Car No. 1; Weight, 540 lbs.
Fairbanks, Morse & Company.

Fig. 2614— Pressed Steel Hand Car Wheel.

The Buda Company.

Fig. 2615— No. 1 Hand Car.

Figs. 2616-2619

HAND AND INSPECTION CARS.

873

Fig. 2616 — Narrow Gage Hand Car.

Fig. 2618— ilotor Velocipede Car No. 12.

Fig. 2617 — Velocipede Car No. 3.

Fig. 2619— Gasolene Motor Car Ko. 21.
The Buda Company.

874

INSPECTION CARS.

Figs. 2620-2623

Fig. 2520 — Section 3.Iotor Car No. 19. Tlie Buda Company.

Fig. 2621— :\Iotor Velocipede Car No. 12A, The
Buda Company.

Fig. 2622 — Rockford ^Nlotor Car. Chicago Pneumatic
Tool Company.

Fig. 2623 — ^lotor Inspection Car No. 16. The Buda Company.

Figs. 2624-2625

INSPECTION CARS.

875

Fig. 2624— Bottom View of Au-tra-kar, Showing Side Shaft for Supplying- Power for Outside Purposes.

Railway Specialty Company.

Fig. 2625 — Frame and Driving Mechanism of Rockford Motor Car No. 5 Chicago Pneumatic Tool

Company.

876

JACKS.

Figs. 2626-2634

Fig. 2626 — l^^dlauIlc journal
Box Jack. Watbon-Still-
man Company.

Traversing Jack.

Ratchet Screw Jack.

Journal J;;ck.
Capacity. 25 Tons.
Fig. 2627 — Types of Xorton Ball Bearing Jacks. A. O. Norton, Incjrporated.

Fig. 2628 — Hydraulic
Wrecking Jack. A\'at-
son-Stillnian C o m -
pany.

Fig. 2629— Ball Bearing Journal Jack.
Duff Manufacturing Company.

Fig. 2631 — Low T y p e

Telescope Hydraulic
Jack. DulT .Manufac-
turing Company.

41J-O 5-0 D-O

Fig. 2630— Universal Railroad
Hydraulic Jack. Richard

Dudgeon.

Fig. 2632— Buckeye Automatic Lowering Jack Fig. 2633 — Buckeye Auto- Fig. 2634— Hydraulic Plain Type

for Journal Box Work; Capacity, 10 Tons. matic Lowering Jack for Car Inspector's Double Pump

General Car Work. Jack. Richard Dudgeon.
Buckeye Jack Company.

Figs. 2635-2643

JACKS.

877

Fig. 2635— Cone Bearing Fig. 2536— Cone Bearing Fig. 2637— Ball Bearing
Postop Journal Jack. Postop Journal Jack for Journal Jack with Wheel

Car Inspectors. Holding Device.

Fig. 2638— Jack No. 110,

Equipped with Foot Lift.

Fig. 2639— Buda Postop Ball Bear-
ing Jack.

Fig. 2640 — Single Acting, Auto-
matic Lowering, Geared Ivatchet
Jack; Capacity, 40 Tons.

The Buda Company.

Fig. 2641— Car Jack No. 101.

BEARING PLATE
PRJV DED AITn ruL CR
BEAR NbS

OIL RESERVOIR

OIL CMAoNNEL FOR
LUBRICATING EVERY
THREAD OEThE NUT

CURVED 5^a; of nut
allov/ing 5ide m.otion

whi.:h relieve
screw of al^ strains

PACKING RING TO
PREVENT OIL LEAKAGE

Fig. 2642— Geared Screw Jack. The Joyce-Cridland
Company.

Fig. 2643— Compressed Air Jacks. Chicago
Pneumatic Tool Company.

878

CAR REPLACERS.

Figs. 2644-2649

Fig. 2644 — Inside and Outside Car Replacers. The Buda Company.

Fig. 2645 — Alexander Car Replacers. Alexander Car Replacer Company.

Fig. 2646 — Snr.w Car Replacers. Handy Rail\va>"
Equipment Company.

Fig. 2647 — Aldon Car Replacer. The .\ldon
Company.

Fig. 2548 — Fewings Wrecking Frogs.

Railway Appliances Company.

Fig. 2649— R. .\. Skid Shoe for Sliding Damaged
Wheels,

Figs. 2650-2653 CAR REPLACERS AND WRECK TRAIN EQUIPMENT.

879

Fig. 2650 — Johnson Wrecking I'^'og. Johnson Wreckmg I'rog Company.

Fig. 2651 — Interior of Dining Car of New Y.jrk
Central & Hndson Rix-er Wreck Train.

Fig. 2652— Interior of Tool Car of Xew York
Central & Ihnlson Kixer Wreck Train.

Fig. 2653 — Arrangement of Cars in New York Central & Hudson River AA'reck Train. From Left to
Right — Crane Tender, Crane, Truck Cars, Tool Cars, Sleeping and Dinin.g Cars.

880

WRECK TRAIN EQUIPMENT.

Figs. 2654-2657

1^=^ .IBI—

n=!\ i7^ ,

r??i f7^i__

iw.^- c?n .

m

34'0'r/ai- Car

"T2J O GT"

-TS) ET-

Adjusi-ab/e B/ocks

j;

Fig. 2654— New York, New Haven & Hartford Truck Car.

Fig. 2655 — Goodman AVrecking Hook for Hauling Cars with Chain or Cable. National Malleable

Castings Company.

Fig. 2656 — Interior of New York Central & Hudson
River Tool Car.

Fig. 2657 — Interior of Erie Railroad Tool Car.

Figs. 2658-2661

WRECK TRAIN EQUIPMENT.

881

■Di/fch Ooor^^

r"l

m
ij

H/nged Tables

•-ri
I I I

!?e5X Saloon \

ZL helve'.

mod
Slocks

n?&*

^ofe -/?ack for /iommers. Co^d -. —
Ch/se/s, ^renchesdr Sma// \ "^

Tbo/5 on Sides of du/7ksjO/7 \ -r

Side of Car Above Bi/nks^f?ocks ^ I '

for Shoye/s, P/'cAs, S/edges "§

and Ajres. Mockers

-4- dui-tanferns _1

^ar 0//Ca/7k\>^

/l\^Torches

Bunk

Bunk

^Z3^

Q Section C'D.

Sec fion A-B.

^ Racks for
.Smaf/Toofs.

lockers Underneath
for Spikes. So/fs,
kope. Etc

fVooi^ B/ocks

Removahle

^ood S/oc ks

^

.Sheh

if.

AdI-s fir ffcjpes J^/t'A Ciller \

S/a/s

y . . . .

S/n/^ h/ifh Locker
Undernealh forO/IC^ns

Bunk On Top^

A/7leSp:

forming Ba/tlcs

^-i-

I I I I 1 I

Hooks forHeoY

Dratvers
Underneaih ihr
Record f//e
^tfnk On Top.

Work Bench
& Vise

.Chain Space li.

lA

A lart

It

B.

' Jocks

^Mooks for Small Chaii\i

) In di coles Lamps

- A -cj^ l?ad/as Jib Boom Made of
^ l"fioand Iron for Llfline^ Jacks
Info Car

Fig. 2658— Xew York, Xew Haven & Hartford Dining, Tool and Sleeping Cars.

Fig. 2659-Euckley Wreck Chain Repair Link, Used on the Illinois Central for Temporary Repairs to

Broken Chains.

Fig. 2660— Interior of Erie Railroad Dining and
Sleeping Car.

Fig. 2661— Interior of Baltimore & Ohio Tool Car.

882

WRECK TRAIN EQUIPMENT.

Figs. 2662-2664

N^SO To Be Hooked Under Side
Sills of Box Cors-

N^ld To Be Hooked To Rope Staples
When Lif+ing Cars tVifhoul Couplers

Fig. 2662 — Chicago, Burlington & Quincy Wreck Train Tools

Details torSheove^lockN^Z9.^i

Fig. 2663 — Interior of Southern Pacific Tool Car.
The Pump is Used for Transferring Oil from
Wrecked Tank Cars.

Fig. 2664 — Interior of Southern Pacific Tool Car,
Showing Portable Lights and Bins for Cable
Storage.

Figs. 2665-2667

WRECK TRAIN EQUIPMENT.

883

-v-o 6.7s 8 To L, ft CorBj/ Shonk of Couph,

Bo/t i Washer for f/S/4

^^''' NS85-
Mook for Fos+ening
To Coup/er fV/.

^s 13. /4. /5 & /6 Used To Fas ten To
iler of Fire Door.

Fig. 2665— Cliicag.-,. Burlington & Quincy Wreck Train Tools

Fig. 2666 — Interior of Chicago, Burlington & Quincy
Sleeping Car.

Fig. 2667 — Interior of Chicago, Burlington & Quincy
Tool Car, Showing .Arrangement of Blocking.

884

WRECK TRAIN EQUIPMENT.

Figs. 2668-2672

y^rough+ Iron.

Fig. 2668 — Chicago, Burlington & Quincj' Wreck
Train Tools for Breaking Rods and Bolts

So-ft-Stt

ffinff

Hook

A

B

c

D

E

F

0

H

'

J

K

L

M

N

as.a/3

Sfo

-5/

a"

//'

*'

'/

//

6£

3"

//

z"

//

5"

'i'

II"

...-4

zl'n

^i

10

//

ol

4"

£"

7|

10

'I

b£

//

5

//

II

■-I6

Sfo

3"

id

s"

II"

ll"

Si-

lOi

a"

Bi

Sf

si

'f

"i

H

Slinq Chains Tab/e of Dimensions 1

Iron

Hook

SizAUnaih

Siz^e

L

A

B

c

D

£

F

G

S"
a

8

S

j'o"

a

6"

4

5"
e

4"

4"

1 o/ron

s"

4

/5

£"
8

j'o"

l"

6"

^4

S''
4

^'■

'£

I"
l^a/ron

71/

e

6

J"
4

y'o"

4"

l"

7^"

3"

i"

6"

//

l^airon

l"

4

8

7'0"

4"

'£

8"

4'

1"

6"

r

l^^lron

r

4

'8

lo'o"

s"

'i"

4

'e

4

z"

^'o/ron

//

4

'4

lo'o"

^/

r

3"

4"

'£'

//
7

1/

££a/ror,

Fig. 2669 — Dimensions of Southern Railway Wreck
Chains.

Chains

yireckln^ Chams

s,>4s-"

Hook

/nSery/ce

Hmdof Choirs

A

8

c

D

E

F

G

H

/

J

K

L

M

M

Sl^e

10

llommoh

4'

If

s'

i-p

If

6'

-?'

z'

4-

*"

16-0'

/"

■71

ifairon

4

Special

5f

r

10'

¥

4-

a'

?/

II'

-??'

4"

r

ze-^'

f

/'

i'alron

6

!f

r

10'

5"

//'

8i

W

II"

ei

i"

i

ss'-o'

li"

fe"

Sg'°lron

a

e"

f

4

s"

'f

4'

?/

II"

3'

4

'f

£4'-cl'

ig

1^

S^°/ron

"

y

e"

lli

6'

li

3'

4

//

4

5j'

a-

ao-S

'/

'i

Zfalrxin

Fig. 2670 — Dimensions of Southern Railway Wreck Chains.

Fig. 2671 — Interior of Lake Shore & Michigan
Southern Tool Car.

Fig. 2672 — Interior of Lake Shore & Michigan
Southern Dining and Sleeping Car.

Figs. 2673-2674

WRECK TRAIN EQUIPMENT.

885

fhor Plan of doard/ng Cor
Baker; Hecrfer Chin^~C^^rJ^^'^~~~ "

Coo/et

_ Kordro6e_ %,n^^ _^^ '^ '/^^ ^^■^^L'rwH Cab,

Oil Can^J^^ffsj-^^-^

Lantern AlbrcJi^
Cupboard.

Cupboard for
0/1 Cons. "^

r/oor Plan of Tool Car.

Window

ESQ Ion &

^ 3-/5 Too Joks

^

~fw,

Rope Rack

Rope Rack

Window Oyer Bench. Windotv

B'ISTonJacks Under Bench.

TSO

O Q '^

xu/pmenf

Sox

o o

Side Elevation of Boarding Cor Siiowing Ega/pmenf Box..

Ibck/e Block Rod; ^}f"^C^. — Wire Rope Reefs
8-UBolfs

■e'o^-^\

jffi

Side E ley at /on of Tool Car Tender
HLargeSingle IbcRle Blocks

I " Double

^fL-Coal Bucke ts

End Elevafion

„n?fri

China Cupboard. /PX^Agi^Water Closet

Water Cooler no/ j!D ^ • r

Car Heater-^ Floor Plan of Boarding Cor

V

P

e-4tVhee/^ng/ne ^„^ £y^^^,

U-tfV-

nd

Lie vat /on.

MK

t

H^

Side Elevation of Boarding Car

4 Pairs of Truch & I0-65*ffoils . 30 'Long

m D CY'eci vnTkLnWar r

TTCT

{ o

±

■6 7-
Side Elevat'on of Tool Car lender

Side Elevation of Truck Car T-43.

--7^"--*!

Sliding DooP'^

Side Elevation of Auxiliary Derrick

Fig. 2673— Southern Railway Wreck Train Cars.

-se-

ISpec'ol Hook Tkiis

d'^

^oder Plate

I \ \

I *

U^

I

T —
-'-ioj

2 Timber Pollers Thu,

1 'T

£ fire Hose Injeci-or
Cor/nec t'ons-

r^\

r "1* -N

I9i

J^

3 Links Thus 8 Special Links Thus.

£ Stone Hooks Thus.

8 Shackle Bars Thus

I S/n^le Block Thus.

Fig. 2674— Southern Railway Wreck Train Tools.

886

WRECK TRAIN EQUIPMENT.

Cars and Tools Used in Baltimore & Ohio Wreck Trains.

Office and Dining Car.

2 Childs Fire Extinguishers
4 Axes

3 Hand Saws

1 Sealing Iron and Supply of Seals

2 Each, Red, \\"hite and Green Flags
2 Markers

2 Red and 4 White Lanterns

IS Fusees

24 Torpedoes

1 Carpenter's Ratchet Brace

6 Assorted Ratchet Bits

4 Augers

1 Screw Driver

2 18 in. Pipe Wrenches

1 24 in. Pipe Wrench

2 Soft Hammers

1 Hatchet

1 Foot Adz

3 Pair Lineman's Tapping Clamps
1 Pair Lineman's Pliers

1 Pair Lineman's Pole Climbers

1 Pair Lineman's Comealongs
6 Cold Chisels

6 Hammers

4 14 in. Flat Files

2 14 in. Round Files

1 Limit Gauge

2 Emergency Cases
1 Pipe Cutter

1 Set, Stock. Dies and Taps

2 Wood Chisels

Repair Parts for Steam Crane

Material in Kitchen and

3 Childs P^ire Extinguishers
8 Fire Buckets

1,000 ft. 3H in. Manila Rope

500 ft. 2 m. Manila Rope

2 12 in. Pennants

2 10 in. Pennants

2 3 in. Block and Falls

2 I'i in. Wire Slings

2 V-A in. Wire Rope Lifts

1 300 ft. I'-s in. Wire Rope Boom Hoist

1 300 ft. I's in. AVire Rope i\Iain Hoist

2 150 ft. Wt. in. Wire Rope Auxiliary Hoists

4 35-Ton Jacks
2 60-Ton Jacks

2 25-Ton Norton Jacks

2 15-Ton Norton Jacks

Rope Car.

4 35-Ton Barrett Jacks

2 25-Ton Barrett Jacks

4 IS-Ton Pearson Jacks

2 Canvas Covers
1 Vise

16 Sockets for Wire Rope

20 lbs. Babbitt Metal

1 Cross Cut Saw

1 Track Gauge

1 Axle Gauge

6 Air Hose

3 Signal Hose

1 Air Hose, 50 ft. Long

2 Syphon Hose
2 10 ft. Slings

12 Wire Rope Clamps

Material in Tool Car.

2 Buckeye Lights

24 1 Gal. Torches

5 3 Gal. Oil Cans, Filled
2 Burgess Rail Clamps

4 Double Blocks

4 Snatch Blocks

14 Grain Baskets

1 Tele.graph Office Table and Stationery

1 Forge

10 Pairs Car Replacers

2 9 in. Screw Jacks

6 Iron Jack Levers

6 Wooden Jack Levers

6 Sledge Hammers

6 Chisel Ears

12 Drift Pins

2 Sets Iron Wrenches, J4 in. to 4 in.

3 3 in. Link Chains
6 1 in. Link Chains

3 Wheel Clamps, E. J. Napier. (Patented)

3 Emergency Knuckles

1 Childs Fire Extinguisher

100 Assorted Nuts

100 Assorted Blocks and Wedges

6
6

2
12

8
12
12
12

6

2

2

150

4

20

20

4

1

1

1

1

1

1

1

1

Spiking Hammers

Claw Bars

Stretchers

Rail Cutters

Lining Ears

Tamping Picks

Squeeze Joint Shovel?

Scoop Shovels

Track Wrenches

Track Gauges

Coils Telegraph Wire

Grain Bags

Wire Cables 1!-^ in, by 125 ft.

lbs. Cotton Waste

lbs. Wool Waste, Saturated

Fire Hooks

Ratchet and Grab

34 in. Tire Expander

36 in. Tire Expander

42 in. Tire Expander

50 in. Tire Expander

52 in. Tire Expander

60 in. Tire Expander

64 in. Tire Expander

Material in Rail and Tie Car.

10 80 lb. Rails 50

2 Switch Points 4

7 100 lb. Rails 1

50 Cross Ties 2

S Kegs Track Spikes 1

2 Kegs Track Bolts 1

12 Sets Angle Iron Bars 4

12 Car Chains

2 Steel Trucks 2

1 Wooden Truck 2

1 Floisting Beam 6

75 ft. It4 in. Chain 2

100 ft. Yi, in. Chain

ft. 1 in. Chain 4

Switch Ropes 4

Fire Box Toggle 20

Pulling Toggles 3
1>2 in. Wire Lifting Rope 3

2 in. Wire Lifting Rope 1

Journal Boxes 1

Material in Truck Car.

l>j in. Wire Slings
2 in. Wire Slings
Lifting Hooks
Turning Hooks

1 Steam Wreck Crane.

Caboose Pedestals

Caboose Springs

Assorted Knuckles

Iron Slabs

Push Poles

Goose Neck Coupler

Gasoline Tank

Truck Chains

Wooden Wedges

1,000 gal. Capacity Water Tank

WRECK TRAIN EQUIPMENT. 887

2

Cars and Tools Used in New York Central & Hudson River Wreck Trains.

120 Tons Capacity Steam Self Propelling Wreck 2 Car Hamr

Lrane 7 t id

1 Ci 1 r> ^ ' ^ ""^ck Bar;

1 Steel Boom Car

imers

oieci uuom i„ar 9 td- i d

c^ , T- , ^ 2 Fmch Bars

Steel truck Cars c 1 • n ^^■

T,. . . , J 1 m. Cuttm

in. Cutting Bars
6 1 in. Cold Chisels
4 1 in. Hand Punches

1 Blocking Car

1 Tool Car

T ^^. . ^ -r i 111. iiciuu riiiieiies

1 Dmmg Car /i i r/ ■ tj id i
. ,,, f , 4 IJA m. Hand Punches

4 Wood .A.xes a ^ i i~i ■ i
„„.,,,.,-.., 4 Track Chisels

2 2 in. Lhams, 2. tt. Long 3 Track Spike Mauls
2 1.4 m. Chams, L-, tt. Long 8 A,r Hose

2 L. m. Chams, 15 ft. Long „ Key Center Pins

3 H4 1". Ciauis, 10 tt. Long with Hook in One 11 2 in. Head Center Pms

end tn Catch End Sdl 12 Knuckle Pins

3 II4 "1. Chams, 11 ft. Long, Used as Reach Chains, 2 Car Horses

25 's m. Chams, 16 tt. Long 2 Wheel Slides

10 's m. Chams, Id ft. Long 1 Balance Beam with Cables and Huoks for Han-

5 's m. Chams, 10 ft. Long dlmg Pullman Cars and Coaches
2 1 m. Chams, 10 ft. Long, Lmk m Center 100 Wooden Wedges
- 1 m. Chams, 8 tt. Long, wuh IL.nk on Each 50 2 m. Planks, 24 m. Lone

End.
1 1 in. Chain, 25 ft. Lona

1 1 m. Chain, 20 ft. Long 50 pje^es of Timljer, 6 in. by 12 in., to 24 in. L,

2 1 m. Chams, 10 ft. Long ^ 59 pieces of Timber, 6 in, by 12 in., to 36 in. L
1 1 m. Cham, lo ft. Eons- ^c -d;„„„„ „f -r;„i,„_ <; .■„ 1,,. n :„ .-... q (<- t „„,

50 3 in. Planks, 24 m. Long
50 1 in. Planks, 24 in. Long

^,ong

,ono

25 Pieces of Timber, 6 in. by 12 in., to 8 ft. Long

1 El

V, m. Chams, 2d ft. Long 1 Set of Blocks for 1 in. Rope; and 200 ft, of Rope

bumper Cham, 1 m., 8 ft. Lung 1 Set of Blocks for 34 m. Rope; and ISO ft. of Rope

1 tjrab Lmks fr,r 1 m. Chain 1 Set of Blocks for V/2 m. Itepe ; and 1,000 ft. of Rope

2 Cral. Lmks tor II4 in. Chain 500 ft. of 1 in. Rope

2 Grab Lmks tor L, in. Cham 3 3 ,„. Drag Ropes, 80 ft. Long

2 Crab Lmks tor L^ ,n. Cham 2 1 in. Wire Drag Ropes, 25 ft. Long

2 Grab Lmks for 2 m. Cham 1 1 ;„ wire Drag Rope, 20 ft. Long

1 Hand Saw 9 Engine Hooks and Chains

2 Cross Cut Saws 1 1 ;„ Hand Line, 70 ft. Long
4 16 m. Wrenche 2 1 in. Hand Lines, 50 ft. Long
2 24 m. Wrenches 5 ly^, ,„. Slings, 7 ft. Long

2 Xo. 3 .-Vlhgator A\ renches 2 Hand Lanterns, White

2 Xo. 4 .Alligator Wrenches 2 Hand Lanterns, Red

1 24 m. Pipe Wrench 2 Hand Lanterns, Blue

1 Pipe Cutter 2 Dietz Hand Lanterns
6 Track Wrenches 3 5 gallon Oil Cans

2 y, m. Wrenches 3 3 gallon Oil Cans

3 34 in. Wrenches 1 Pair of Timber Elooks

4 1 in. Wrenches 3 Draw Bars

■6 Xo. 4 Scoops 2 Plydraulic Jacks, 30 tons Capacity

4 Dirt Sho\els 2 Hydraulic Jacks, 25 tons Capacity

4 Picks 3 Hydraulic Jacks, 20 tons Capacity

5 Rail Tongues 2 Hydraidic Jacks, 10 tons Capacity

2 Track Gauges 2 Ballbearing Xortun Jacks, 30 tons Capacity

1 Wheel Gauge 2 24 in. Screw Jacks

1 Coupler Gauge 2 36 in. Screw Jacks

S Water Pails 2 Tarpaulins, 20 by 30 ft.. Canvas

1 Water Cooler 1 Set of Telegraph Instruments
12 Bushel Baskets 1 Telephone

4 Kerosene Hand Torches 12 Pirasses, 4'4 in. bv 8 in.

4 Pike Poles, 20 ft. Long 8 Brasses, 5 in. by 9 in.

2 10 ft. Ladders 5 Brasses, 5Vj in. b\' 10 in.

2 20 ft. Ladders 10 Pairs of Rubber Boots
4 Pairs of Car Replacers 10 Pairs of Ruliber Gloves

7 Iron Wedges 1 Cannon to Blow Out Engine Pins, etc.

3 Emergency Knuckles. 30 £0,000 lbs. Capacity Wrecking Trucks
3 Gould Knuckles. 15 80,000 lbs. Capacity Wrecking Trucks
3 Chicago Knuckles 10 100,000 lbs. Capacity Wrecking Trucks
3 Janney Knuckles 1 Engine Truck

2 Hand Pumps 1 Tank Truck

1 Hand Pump for Fighting Eire. 1 Burgess Rail Anchor

3 Fire Extinguishers 1 Burgess Emergency Knuckle
3 Stretchers 2 Rail Clamps

2 Wells Lights 12 T Rails for Main Line
1 Milburn Light, No. 3-W, 5,000 Candle Power. 1 Keg of Spikes

.3 Hand Hammers 2 Switch Points

6 7 lb. Sledges 1 Keg of Track Bolts

3 8 lb. Sledges 2 Switch Stands

888

WRECK TRAIN EQUIPMENT.

Cars and Tools Used in Northern Pacific Wreck Trains.

2

2

2

4

600

600

300

300

300

2

1

1

2

2

1

1
1

1
2

6
20
2
12
24
4
2
6
2
2
1
1
1
3
2
3
3
3
2
1
1

12
4
4
6
4
2
6

ft. Lonff, with

Becket

Tools in

40-Ton Hj'draulic Jacks with Levers

30-Ton Norton Jacks with Levers

Foot Lifts for Hydraulic Jacks

12 in. Pony Jacks

ft. in. Rope

ft, 2 in Rope

ft. V/2 in. Rope

ft. 1j4 in. Rope

ft. 1 in. Ixope

Pieces I1/4 in. Rope, 100 ft. Long

Piece 3 in. Rope, 300 ft. Long, for Rolling Line

Complete Set of Splicing Tools

2^ in. Rope Slings, 50 ft. Long

Wire Cables, PA in, diameter, 1

Heavy Links at Each End
3-Sheave Tackle Block for 3 in,
2-Sheave Tackle Block for 3 in,
3-Sheave Tackle Block for 2 in,
2-Sheave Tackle Block for 2 in,
2-Sheave Tackle Blocks for L4 in

with Becket
2-Sheave Tackle Blocks for 1 in,

with Becket
3H in. Iron Snatch Blocks
2J^ in. Iron Snatch Blocks
IH in. Iron Snatch Blocks
1% in. Iron Snatch Block
1 in. Iron Snatch Blocks
1% in. Chains, 25 ft. Long,

and Grabs at Both Ends
^ in. Chains, 30 ft. Long, with Ring in

and Grabs at Both Ends
5/s in. Chain, with Ring in Center

with Hooks
yi in. Chains, 4 to 6 ft. Long, Rin;

Hooks at Other End
l',l in. Switch Chains, 16 ft. Long
7-s in. Switch Chains, 16 ft. Long
Coupling bars
Coupling Links
Knuckle Pins, Assorted Sizes
Clevises, 1^ in,, with 3',4 in. Jaws
Links, with Thimbles for Rope
S Hooks, 2 in, to 3 in, in diameter
Wells-Buckeye Lights No, 5
Extra Burners for Wells-Buckeye Lights
Tent for Field Telegraph Service
Complete Telegrapher's Outfit

Portable Telephone, Complete with All Attachments
5 gallon Cans of Headlight Oil.
3 gallon Cans of Car Oil

Buckets of Prepared Packing for Journal Boxes
Packing Irons
Packing Hooks
Small Squirt Cans
Small Funnel

5 gallon Can of Wood Alcohol for Hydraulic Jack;
Hand Torches
White Lanterns
Red Lanterns
White Globes, Extra
Red Globes, Extra
Blue Globes, Extra
1J4 in- Air Brake Hose

Rope

Rope with
Rope
Rope with Becket
Rope, One

Rope, One

with Rin.g in Center

Center

and 4 Ends

at One End,

Tool Car.

2 Dummy Hose

2 Signal Hose

6 Pairs Rubber Boots

6 Cant Hooks

2 Cutting Bars, 4 ft. Long

3 Axes

4 Axe Flandles

1 Hand Axe

2 Carpenter's Foot Adzes

1 5 ft. Cross Cut Saw

2 30 in. Hand Saws
12 Scoop Shovels

6 No. 2 Track Shovels

2 Long Handled Shovels

4 Picks

4 Extra Pick Handles

4 Spike Mauls

2 Spike ^laul Handles

4 Lining Bars

2 Claw Bars

1 Track Level

2 12 lb. Sledges
1 16 lb. Sledge

1 8 lb Sledge

2 3 lb. Hammers
2 2 lb. Hammers
6 Cold Chisels

4 Track Chisels

1 IS in Stilson Wrench

2 18 in. Monkey Wrenches
2 15 in. Comb Wrenches

4 12 in, ;\Ionkey Wrenches

15 Assorted Open End Wrenches

1 S Wheel Pipe Cutter

Assortment of Brasses and Wedges for Cars

2 Center Pin Drifts

2 Cranes at Side Door for Handling" Jacks

2 Hand Barrows for Carrying Jacks

2 I-'ire Extinguishers

2 Fire Axes

200 Grain Sacks

2 Pairs Aldon Car Replacers for 90 lb. Rails

3 Pairs Aldon Car Replacers for Lighter Rails

2 Pairs Alexander Car Replacers for Lighter Rails

2 Iron Wedges, 8 in. Wide, 2 ft, 9 in, long, 5 in thick

1 Track Gauge

4 Track Wrenches

12 Iron Buckets and 12 Iron Baskets for Handling Grain

1 Car Wheel Gauge

1 Box with Assortment of Nails

5 Pipe Rollers, 3 in, by 2 ft. Long
1 Carpenter's Brace

1 34 in. Car Bit

1 ',s in Car Bit

1 1 in Car Bit

1 2 in. Auger

2 Fleavy Iron Dollies

1 Tool Chest for Small Tools

4 Drifts, for J4 i"-. ?s in,, 1 in, and ['4 in. Bolts

4 Gilman Emergency Knuckles

25 lbs. Nuts and Bolts, Assorted Sizes

200 lbs. Assorted BoUs

2 Tarpaulins, 20 ft, by 40 ft,, for Protecting Freight
1 First Aid ^Medicine Case

2 80.000 lbs, Capacitv Steel Car Trucks
2 60,000 lbs. Capacity Steel Car Trucks
150 Pieces Blocking
25 Oak Wedges
6 30 ft. Cables

Material on Truck Car.

2 lyi in. Cable Slings, with Heavy Links at Each End
4 1^2 in. Chains, 20 ft, to 30 ft. Long, Rings

Each End
4 Kegs Track Spikes in Cellar
30 Pairs Angle Bars 4 Kegs Track Bolts

75 Ties

10 Bunks

10 Mattresses

8 85 lb. Rails

Material on Tie and Rail Car.

8 72 lb. Rails

12 66 lb. Rails

Material in Bunk Car.

Complete Set of Cooking Utensils 1 Ice Box Complete Set of Porcelain Dishes

Steel Kitchen Range 1 Stretcher, Complete with Blankets, Pillows, etc,

1 100 Tons Capacity Steam Wreck Crane.

Figs. 2675-2676

M. C. B. STANDARDS.

889

6 3 Center to Center
,_L c^ny suitahte Dust Guar^ may ^e usea'

Section ot i?ox may be ma,^e either
circular or square t>e/ow ttie
center line, proi^/'c/ed all the essen-
tial dimensions are adt?erea' fa.

Fig. 2675— M

Standard Box and Contained Parts for 3'4
(.AI. C. B. Sheet 1.)

by 7 in. Freight Car Journal

Section of Ipoj< rnay be maa'e either clrcufar or sauare
below the center line, proyia'ecf aft ff?e essential dimen-
sions are a^/herecf to.

When Journaf b<?x is maa'e at maffeafple iroHj re^toction
in thickness of n? eta/ a ac^ coring to lighten ive/^/?f/s
permissihte, proi^/d/ea' at/ the es sen fiat dimensions
which affect interchanfeat^ility an^:/ the proper fit-
ting ot con/aine£/ par/s, are ad/hereO' to.

Width of box over alt inhere lid fits shou/d he 7§
inches, in accordance with hattof of 183/^ instead of
7 inches, as shoh^n here.

See Plate III B." Proceedings 1691.

Note

It the method of moulding does not permit of ptacina
the letters M.C.B. on the side of the Journal box,
they may be placed on the top, beti^een the hinqe
lug and the arch bar seat.

3/4 in. by 7 in. Freight Car Journal (M. C. B. Sheet 2.)

890

M. C. B. STANDARDS.

Figs, 2677-2678

/Vo/(f- Cotter ^W

Only the acnera! dimensions of the lid ^^

iogettier wifii tt?e diameter of t/re hin^e
pin hole are 5 tandard. The /id may t'e
of any material, and of any desired thickness.

Fig. 2677— M. C. B. Standard Wedge and Journal Box Lid for S-M in. by 7 in. Journal. (M. C. B. Sheet 3.)

— >

IS

<-^>-

\ \\'V\\ \ \\ \\\\\\^, \\VVV\V ( vv

fe-

\^

y*>\ 1

//ivyf%

J

5 r'^"k-

^Z

1
i

r

-/i'^_

.4;

?5

l^^lf

Fig. 2678— M. C. B. Standard Bearing and Wedge for 3^4 in. by 7 in. Journal. (M. C. B. Sheet 3.)

Figs. 2679-2680

M. C. B. STANDARDS.

Section of hex rr/ay te maf^e e/fher
circafar or sfuare i>e/oiv the center
line provide':/ a// the essentia/ ctimen-
5 ion 3 are adherecf to.

Fig. 2679 — M. C. E. Standard Box and Contained Parts for A\\ in- by 8 in. Freight Car Journal.

(M. C. B. Sheet 4.)

5ec tion of i>oy may i?e made either c/rco/ar
or st^uore i^eloiv ff7e center fine, provided ait
/•he essential cf/mensions are adhered to.
W/ien Journa/ t>ox is made of mai/eai'/e /ron,
reduction in thickness o/ meta/ tund coring
to liohten weiqht is per mis si t?/e, provided ait
fi?e essentiai dimensions yvhfon affect inter-
chan^eahi/i/f and /he proper tit tin f of co
Gained parts, are adhered to.

Jtei

ifnyethod of mouidina does not perm/f of
piacino /he tetters At.CS. on the side of
the joarnat hnx, they may t>e piaced on
hje top, between the hin^e 'u^ and the arch
bor seat

4J4 in. by 8 in. Freight Car Journal. (M. C. B. Sheet 5.)

892

M. C. B. STANDARDS,

Figs. 2681-2682

<

—

_4i'^_

„

~r^" — ^

1

--'»

^ ^A

- 1

T

-

--1
-6

I"-

3

^="

'4 - " '4
Fig. 2681— M. C. B. Standard Wedge for 414 in. by 8 in. Journal. (M. C. B. Sheet 6.)

.-^ife

K-' A ^t^

I'D ^im

i ^ r

Ki^

XT

K--"

-

-£/"-

-^

■/i\

t-

^y

*-!ti

r<

— r-

^ A
Y

Y

s- 1

3"

Fig. 2682— M. C. B. Standard Bearing and Wedge for 4'^ in. by 8 in. Journal. (M. C. B. Sheet 6.) The
Journal Box Lid for This Size Journal is the Same as That Shown in Fig. 2677.

Figs. 2683-2684

M. C. B. STANDARDS.

893

Section of Box May be Made Either
Circular or Square Be/oiv The Center
Line. Provided Alt The Essential
Difnensions ore Adherec/ to.

Fig. 2683—^1. C. B. Standard Box and Contained Parts for 5 in. by 9 in. Frci,gdit Car Journal. (M. C. B.

Sheet 7.)

£^--l-E^^:^^

Nofe-Secfion-of Soi May Be t^oae Tif her Circular orSguore

Belo>^ The Center line. ProvideO All The Essenfiot Dimensions
^re Adhered iv.

men Jour no I Box /s Made of Ma I lea tie Iron, fieduc tion
If. Thickness of Metal and Coring iv Lightvn Weight is
fhrmisslble. Provided All The E-,sent/al Dimensions Which _
Affect In^erchangeahilityand Vie Proper fitting of Contained
fhrts. are Adhered to

If Tlie Method o f A^ouldmg Does Not Permit of Placing The
L e tters MC.B onThe Side of The Journal Box. They May 8e
Placed on The 73p Bet>^een The Hmge lug and The Arch Bar Seat.

X for 5 in. by 9 in. Freight Car Journal. (M. C. B. Sheet 8.)

894

M. C. B. STANDARDS.

Figs. 2685-2686

Skeleton Wec/ge of Drop- FhrgeaorSteel May he Usea Proriaed the
Essen-t-iol Pfmensions are Adhered /c-

The Lid Spring Mai/ be of Any Design and May he Secured to the Lid by
Any Proof /cable Method Prvi'fded Thaf j^i i^orks Pt-operLy on the Standard
Box and 's of the Desiynated Section £xg

A Rivet or Nut May be Used Instead of a Coffer in Hinge Pin iffyefered.

^--^f---^

v-ii-

°—-ioi-

Only The General Dimensions of Lid,
Together With The Diameter of Hinge
F'mHole ThBeStondard.TheLid i-^cy
be of A nu Material and any Desired
Thickness-

Fig. 2685 — AI. C. B. Standard Bearing, Wedge and Journal Box Lid for 5 in. by 9 in. Journal.

Sheet 9.)

-M

#fe

(M. C. B.

Fig. 2686— M. C. B. Standard Box and Contained Parts for S^^ in. by 10 in. Freii^ht Car Journal

(M. C. B. Sheet 10.)

Figs. 2687-2688

M. C. B. STANDARDS.

895

5€ztion A -A

Fig, 2687—^1. C. B. Standard Box for

Section of Box Mol/ Be Made Eii-her Circular or Square
Seloiv The Cenier L ire oncf Mafen'Ql May Be Cast /ran.
Malleable Iron. Pressec/ Steel or CqsI Steel , Provided
All Tlie Essential Dimenshns are Adhered 7o'

When Journal Box /a Made ofA-latenal Other Thar?
Cost Iran, Peductfon ,n Thickness of Metal and ConnffTo
Lighten Weight is Permissible Proyided All The Esse rrtial
Dimensions fVhich Affect Interchongeabilit,/ ondThe
Proper Tiffing of Contained Tbrts are AdheredTb.

If The Method of A/onufactare Does Mot Permit of
Placing Theletfers "M-CBTonTheSideofViBjourno/
Sox, They Mag Be Placed onJhelop Bettveen The Hinge Lug
and Seat of Truck Sides-

by 10 in. Freight Car Journal. (]\I. C. B

.f<-//-

-n %

I

-1"-i---i-t-

'i 'i-^

i'llr^::..:

Onli/ the Genera/ Dimensions of Lie/, Togefher
l/yifh the Diameter o f Hinge Pin Hole to be Sfonctord.
The L id May he of Any Mafenal andof4ny ^'_

Desired Thickness.
MB. This Lid. Hinge-Pin and Coffer are Same as

^xS^Sfandordos on M.C. B. Plate 15, Proceedings n n i . y y

" of 1839. ^^\j^Aa

Jzai:

■^["t

^.

Skeleton Wedqe of AfQlleable Iron or Steel May be Used Pro^'idedThe Esserrt/at
Dimensions are Adheredlb. The Li'd Spring May be of Any Design and Afoy be
Secured tu The li'd by Any Practicable Method, Provided Thai it ^orks Proper/y
on Standard Box and fs of The Desi'gnafcd Section £ x^. A Pi've/ or//iff Afoa
be Used Instead of a Cotter in Mirige Pin if Fteferrecd.

Fig. 2688 — M. C. E. Standard Bearing, Wedge and Journal Box Lid for 5j/2 in. by 10 in. Journal.

(M. C. B. Sheet 12.)

896

M. C. B. STANDARDS.

Figs. 2689-2590

t ^te 1 I

"^TT

1 I
r-t»d-

_L±_

y//}/A//////////////M

y/////yy//.

— 6'' S' Center to Center

A Rivef or Nut may te

usei/ instead of a y^ ^:l^a<-

Cotter^. _^ .A^ L

Any suitable DustGuarc/
may t^e ./secf

Fig. 2689 — :\I. C. B. Standard Box and Contained Parts for 4^4 in. by 8 in. Passenger Train Car Journal.

(M. C. B. Sheet 13.)

Note ■ Section of box may be made
either circiflar or square below
center line, prvsridea all essentia f
dimens/ons are adhered fo -
When Jouma I tpox is made of
tnalleaPle irorij reduction in
thickness of metal and coring
to lighten weight is permissible,

provided all the essential dim-
ensions which affect infer -
chanqeabilifyand the proper

fitting of contained pa rts,

are aatrered iv.

<1>

Fig. 2690— M. C. B. Standard Box for S in. by 9 in. Passenger Train Car Journal. (M. C. B. Sheet 8A.)

Fig. 2691

M. C. B. STANDARDS.

897

Bearing - Thickness Gaije , jj'xl' t 4£x8" Journa/s.

nqfh an^ n/fefs of Bear/r?^

p ^ ->4< ' ■ — ~-

^8 I

-^-J

Cur ye of Tap of Weiffe, 78 "/Radius
Bearing i iVea^e - Lon^/fudirraf Sec f fa:? c

.<

'3

Bearing -Thickness Ca^e 5x3 i Sp k/0 Jourm^/s.

t^

t:

qB"

Lent^fh and Filfefs of Bear/ny

-5

II 5i' X fO '' Journaf

-^

4

Curye of Top of Wed^e, 78 ffadfus
Searing if, Wed^e -Lon^ifudfnafSecffon Gage

7^^

'/s
Lenqffi and Fi/lef of Bear in.

y

J// 4^ x8 Jaijrnaf
■ 3fc -i4<

Lencftii and Fiiiefs of Bearing

J II 5 'W 9 " Journal

I

Curve of Top of Wedqe^ 7g"ffadius /

bearing i Wedje 'Lon^ifudinaf Secfion Cage

3 earing i Wedge Gages.

Curve of Top of Wedge, 78 Fadius
bearing S yVedge ^ Lon^fudinaf Secffon c^age

1

< —

%

— >

! n

3

\

0

. 1

1

;

-5" ^-^H

J^ ^ 7 Jo(jrt?a/
Bearing -F/an^e 'S- J/^^ L ua Gacfe

Bearm0' Bore Gage s"xS"journai. Bear/n^-Bore G^^ge 5fxlo"jourr7af.

Fig. 2691— Journal Bearing and Wedge Gages. (M. C. B. Sheet 14.)

'^ !^ /O Journal
Bearing -Flange an^ Side Lug Gage

898

M. C. B. STANDARDS.

Fis. 2693

-^i-

Th/s porf-/on to be a straight taper-

-S'-J-

,;— J -to-

-From Center to Cenfer to Jaurnats 6' - 5'-^- , —.p^

7 77-0 10 —

Total Length Over/til 6-11^

Axle A Designed to Carry 15,000 Lbs.

\ I i

B

->|-s-2->K-

5" .

w~

f^'^ This portion to be a 3trai^l?t taper

-From Center to Center of Journals G'~3-

Total Length Over All l' ' 0^-

Axle B Designed to Carry EE,000 Lips.

-= From Center to Center of Journals 6'-4-'l

Total Length Oi-er All 7'-^^ —

Axle C Designed to Carry 31,000 Lbs.

rA

E>

4_±

>t<2

I"

'T-"

i^i

4 Uc"

r

^[■q. Thi's portion to he a istra/^ht taper

X-

d±

-rsT7,-^sJo_

-From Center to Center of Journals 6'- 5'l-

Total Length Over Ml T'-4-^ —

Axle D Designed to Carry 36,000 Lbs.

Fig. 2693— A[. C. B. Standard Axles. (^I. C. E. Sheet 15.)

Figs. 2694-2695

M. C. B. STANDARDS.

899

34\7~

-c 7

i ^

ft

1

4 ;/•,

5

8

\/-

y

-

-^/^<?"

Dust Guanas

S\9

Fig. 2694— :M. C. B. Standard Dust Guards. (M. C. B. Sheet 15.)

h

--K,.

Maxi.Tium F/i^ini^e T^/ckr/csr-j Height- cj.'iit T/?rraf
Radius Gac^e tor Solict Steel I Vt/ee/s

. , ,, T"^ !r ^ ' -^"-^

^-;,Pi^--'f^Distmcel-'"^ ''" \ .. ,17- A

Minimum ri^n^e Ttuctrness, h'e//^t?t ^nd Throi^f
Rcielius G^i(^e for 5dl/d Steel iVtieels.

^-^^S^

-^ I'rZ -^"^-^^

Wheel Moc/ntina and Check Oags

D/'amefer of ^hee/ is fo i^e measurei-i on fine A-B.
Chi 1/3 musf- hai^e £}/7 inside pro fi/e of such form
fiiaf yyfif proiffce iiie exacf con four of frea^
an-:^ ff^nge <^s sho/yg. in trie finished ivf?eef.

"B^seJJn^^^^

/ I V I ^

^^ ' k — Taper !"in FO- :

U-//i-->U '-

l^ormaf f^im^e

Wiieef Trea^f an^ Ff^n^e for Cnsf iron Iffreefs

^'L\..fX-i--^-i-A^-r-A^-fX^-i-'

I I I M I ^^-^. I II I I I

y -^ / Hcjri^ene^ Steel ^ ^ ^

Wheet Defect ani^ Wcrn Coupler Limit Gage

' ' Normal Treoot

il-A 'J ^-AciifcltSa)eDistmce\4 i^

" '^' ' \6jeeotmeeti4Vi- 1-

— ^a^e ot Track -/'-<?/ r -

7c\t6uarilmitmo,^Aiil^-s'^-li'-'^

Ouord Rail and Froq Winq Gage

Termc .mJ Cj^ir^ Points for ni?eel5 unci Trocit

Fig. 2695— M. C. B. Standard Tread and Flange for Cast Iron Wheels; and Standard Wheel and Track

Ga,g-es. (M. C. B. Sheet 16.)

900

M. C. B. STANDARDS.

Figs. 2696-2697

Thin rii^n^e
When fkn^e h tvar/7^ as sfycirn cr
thinner an^f face "8 "ef^at^e resfs en
treac:/, whee/ 5h(Pa/i/ nof Jpe remounfecf.

Hiqh ni^r7^e
When fijce 'D''re5f3 on trench and
ti'/^ of flanae foucf7es "6" wheef
shoulc^ nor he remaunfed.

Verficle Ftcrn^e
When flange touches any par f
of face '£', tvheef sf70t//a' r?af-
t>e remounfeif.

a

k 4'L

Cars 80,000 Fauna's
Capacff/ arraf Oi/er
Limit Ga^e-Q ttardenecf -3 feel
For remounf/nf cast iron wfreefs, casf prior fo
the M.C.B. standard/ frea^f and fianae, adopted
prior to 1309.

h 4" >

Car^ an^fer 80,000
Pouna's Capacity.

Cars 6Q000 Pomcfs
Capac/'/y ^rnifoy&n

Limif (^i7fe-g Har£/er7e^ 5 fee/
For remouryfir?^ cast ircr? whee/Sj yv/fh M.C.B.
Sf^r7<^^r£f frei^a ar?^ f/a/7^e ai/^pfe^^ I'r? /90$,

Star?(;/ari^ Wheel C/'rcufnfererfce Measure-

Fig. 2696 — Isl. C. E. Standard XAdTeel Circumffreiice ]\Ieasure and Limit Gage for Remounting Cast Iron

Wheels, (il. C. P.. Sheet 16A.)

' marked A fulldepfh anf/musf-

> 1 -i;^ ^ihickmsicfm^hlbe^fnlba-.

^f/i rodws. Disnince befrreen '%L 1 I Niio ^^,ofcen^r /i/as and ke// ^/o^ , I

\cef7i'er hgs c/ head ^^,</™/Ap 8^^^^J-\ |-t\^ Cis ma/,mam. ^nd D Is m,A- I

\more fhan md-/h of B on ga^e. L;__/-5f J \ ""vm for fh:i fhickna^ii. i

Brake Head Oage.

Fur Gagifty Head ai E

JL.±.

~H

widih -for Center Lug. B Is min. tvidfh ^ar Cenfer Li/a.
'/7. height of .5!ofir} Center of lug rrteasi/red from bac^'ofsf^oe
ax. hmghf of Shf in Csnfer of lug measi/red from ixrc^ ofs/toe
ax. ihickness of End Lugs on back of shoe.
Brake Shoe Gage

Fig. 2697— :M. C. B. Standard Brake Head and Shoe Gages. (M, C. B, Sheet 17.)

Figs. 2698-2701

M. C. B. STANDARDS.

901

£

^

teiii

"19

T^

Section A-B-

Fig. 2698— J\I. C. B. Standard Brake Head. (j\l. C. B. Sheet 17.)

-/i-=

-ffH-

Fig. 2699— AI. C. B. Standard Brake Shoe and Key.
(M. C. B. Sheet 17.)

- 66 i

z ■=^ !^-^l— Outi/nes app/y or?// to N- £ beam —
'^p/Lt^u I "vi I "^ anc^ on/y to beams use^ on cars i i < ., ,,

k^^ii^^^

-J^''— -

Limiting Oat/ine for Brake Beams

W=^-\

MaxJmuTi -Muif nef ef7UrJ Mmimum - Must
pin ho/e enter pin ht'f^

Lever Pin Hole Ouge

Fig. 2700— AI. C. B. Standard Limiting Outline for
Brake Beams and Standard Brake Lever Pin
Hole Gage. (M. C. E. Sheet 17A.)

'5atefy Hanger

■ Cenfers of Brake Shoes 60^^ -

Safety Hanger-

- Centers of Safety Hangers SI

^

An^Ie of Slot 40
from ^erficat

I

'1

Height - Tipp of Rail to Center of New Shoe
For Inside Hung Beams U Inches.
" OutsiWe " " I4f "

Lever Pin Hole may be either £ or S
in front of face of Brake Hetac:/.

Jffl-

Brake Beam.
Fig. 2701— M. C. B. Standard Brake Beam. (M. C. B. Sheet \1 h.)

902

M. C. B. STANDARDS.

Fig. 2702

Hand Broke ofOneEna.
Insiae Hunn.

Honcf Brake otBo^h Eras
Cham --, Instcfe Hu,

Chain-^ Oufs/ae Hung

y hi — tin r

For Brake Cy finders L arger Than 8 or for Brake Ci//inc/er PresSi/res Above
$0Lb-5- Per Square /nch. The Size of Brake Pods and Broke Levers Shov/n Shoa/d
Be Increased So That The f/bre Stress Sha/f Not Exceed /S.OOOLbs. PerSge/are
Inch fyr Pods and £3,000 Lhs. Per Sqc/ore Inch forleyers

The harm afJatrs Afoi/ Be Varied Prov/ded The£ssenf/a/0/'me^5iot?s
Are Adhered 7,
All Rods MuslBeAt leasfj
Outs/de Pung Brakes 3''0'dni.

All /tales Tor Broke Pins ^ot Less Than /jpO/am. Nor Afore Tha/y iJ'P/'am.
Brake Beams Must Not Be Hung Pro fv Ant/ Ibrt/o/? ofBodt^ofCars On
Cars BuNt Afier Sepf. /^/909.

d To. Ja^vs Mac/ Be Made ff/fh Two (or more) Holes tf Desired.
siBeAt Least J- Diam. and Tri/ck Lerer Conneci'ion fbr

;

> \

~^(_o

o o-iv

oT«-

»i f

Cu Under L eyer

> i

V(o^

d>

^"' /-'

^

»t

fiumber. Locai/on of Poles
& Detail of pnd Ma^ ^org
To Suit Truck.

\

"^[i oooooooo o)
"is

. V End of Push Pod
AnijkOf her form of Handle Mou Be Used- ■^ .a_L-j''

■^ y . i^-i- Cuiinder& Floaiinq LeverConnectionTDiam. . . .-

5/5*23 ^^^° '^^^^ Lever Connecfion Outside Hung Brakes ^.f^^P^ Location of Main Air Pipe on Ere/ghf

4 '^4 ^ Diameter. ■^ "^

!f^

Intermediate Lever

Dead Lever Guide.

Truck Lever Connect/on.
Inside Hung Brakes

->l^fc M3 Round Ircr orStsel.^ ^ CastSfeel Mo^Be

(Q O (D'ffll^ '•'p^l OOP) UsedforTruckLevt

Truck Lever Correction Connection jfo/fg

ever
ffgua/
3 Strength 7b TheSectron
] of Wrought Iron orSteel

' Truck Equippec/ With Steel Wheels. Inside Pin Holes to be Used With Sen Wheels

Inside Hung drakes.

iofCoi^lerendUdih ^"^ lfVild>'Uipple\
AirPipe. k%.\J3'-\

' Cars.

forPetv Cars orComplele)
Uetv Train Pipe.

^iJ

4^-:

II I .^/^^'

\C^'^"l 'I'l^ y^ xi2"Uulinder ^ Lag Screws.

General Arrangement

Fig. 2702— Ti[. C. B. Standards for Air Brakes on Freiglrt Cars. (M. C. B. Sheet 18.)

Fig. 2703

M. C. B. STANDARDS.

903

Nofe:-

When c<7sf washer /s used uryder
head af i'o/f in pface of no f lock,
if shaff fpc con-5frucfe<^ fp pre ~
venf fiei^d from turning-

Nofe:-

Nut iocif fo be used under iyead
and nuf of coiumn and jaurnaf
t>ox bolfs and dauhfe nuff/n^
of :5ame fo I^e confinued on
frucl<s of every capacify.

Arch Bars ancf Column an^ Journaf Box Bolfs, for 60jOOO It^s , Capaci fy Ca

Arch Bars ancf Column W ^Journal Box bolh, for 100,000 lf>s, Capac/fy Cars.

Fig. 2703— M. C. B. Standard Arch Bars and Column and Journal Box Bolts. (i\I. C. B. Sheet 20.)

904

M. C. B. STANDARDS.

Figs. 2704-2705

Standard coupling and packing ring for air brake Hose.

aisffow aisaow > aisaoh

1

d]aNI)N1Vlil3S

u

IE

Y

(0^ <oSi

in= in =

3
1-

Q

''tS ^2

^

^

«*)0> «0)

3
Z

o

MOO CMOO

<

tc

6
m

— 1^ — 1-

U.

o

u

<

2

< OC

—^2^2

<

1 1 f^

1 1 O

LABEL FOR AIR-BRAKE HOSE.

Fig. 2704— M. C. B. Standard Coupling, Packing Ring and Label lor Air Brake Hose. (IM. C. B. Sheet ISA.)

/^

m

Over Wheef P/eces 6'-7j-

^ Fro^ Cenfer f(? Center

of Jour/7a/s 6'-J"

^/if

^_^,^_

yifil

B

Sectional Pl^n
en Une A -d

Half Plan

Fig. 2705— M. C. B. Standard Pedestal for 3M in. by 7 in. Journal. (M. C. B. Sheet 21.)

Figs. 2706-2707

M. C. B. STANDARDS.

905

Area of Confacf Faces 100 sq. ins.
Cenfer Plate
Fig. 2706— M. C. B. Standard Center Plate, (il. C B. Sheet 20.)

Half Plan
Fig. 2707— M. C. B. Standard Pedestal for 4;4 in. by 8 in. Journal. (M. C, B. Sheet 22.)

906

M. C. B. STANDARDS.

Figs. 2708-2710

Fig. 2708— M. C. B. Standard Pedestal for 5 in. by 9 in. Journal. {U. C. B. Sheet 22.)

Ti? 3c//y

Brake Chain
Fig. 2709— M. C. B. Standard Brake Chain. (M. C. B. Sheet 23A.)

Fig. 2710 — M. C. B. Standard Uncoupling Attachments.

U^ 4-

(M. C. B. Sheet 23A.)

Figs. 2711-2712

M. C. B. STANDARDS.

907

Yoke for Tandem Spring Gear

C04

'MSF^

4 /f/vef -

"^^ Cast Iron Block ,

TV

Yake for Fricficn Gear

Fig. 2711—^1. C. B. Standard Automatic Coupler Yokes. (M. C. B. Sheet 23A.)

Coupler Limfl Goug,

Knuckle l/m/f Gauge.

Fig. 2712— M. C. B. Standard Coupler and Knuckle Limit Gages. (M. C. B. Sheet 24.)

908

M. C. B. STANDARDS.

Fig. 2713

Figs. 2714-2715

M. C. B. STANDARDS.

909

Dril/ed-

For ffii^et Ho/es. le/^fffh of
Buff o/?i/ Depfh of Shou/der
For Voke Up.

Mote-AI I Maximum and Mm/mum Dimens'ons
1d be Stenc'//ed on Gouges, ^h/ch ore -fo
be Made of l/npo/fshed of eel

NS2.

i<-- — 6i'^ — J

Inspectors Gauges ForCoup/er Shonk
Fig. 2714 — :M. C. B. Standard Inspector's Gages for Coupler

and Yoke. f^-S- "

Shank and Yoke. (M. C. B. Sheet 24.)

Boards lis" fastened IV/'ffr J -160 Wire Nails.
5'->| [<- 41, _a. Stakes 4x5

Fig.l-LimUs o-f Projection of Lading onSingle Car Which
Does Not Require fhe Use of an Idler

-lo'-^-

^m

^ X 71/ k --^

"<^im

4'

Elevation Showmcj
Applicotion of Block.

Detail of Block for 6x5" Shank-

Detail of diock for5i7 Shank
Fig. 3- Metal Spacing Blocks for Tnin and Triple Loads.

Fig. 2715— M. C. B. Standards for Loading Materials. (M. C. B. Sheet 25.)

910

M. C. B. STANDARDS.

Fig. 2716

C)

mm

Chaining of Cars When Loaded W/'fh Long McderiaL rf/ardnood or Cost Iron Spacing/ BLock LbrTtvw loads.

Size of Chain to Conform to M C.B Recommended T^|°f° ffule £6.

Practice

UUUULIUUU'

-□ u □ a — a~

~U D □"

u u u u u u

^

^

TTO

f,g.3.

for Number and Minimum Si^es for
•Sfoftes See Sections offiu/e S4.

-Clearance Not Less 1 han 6 /fu/e4

Flat Cars and Gondolas IVith Sides Less Than 3p"ftigh 4 Stokes
4"xS"ond ffStronds or 3 Rappings tVire,6oodg" Diameter or
Boards lx5"6ondolas,With Sides 30"ond Over 4Lx4"Stakes.

4Stronds or S Wrappings Wire GoodgDiam.

rig4 Rules 3S,33,34 and S3.

Loading of Lumber on Gondo/a Cars W/thSides Over30"f/i'gh l"x5"Boards Secure/u Nailed to
Stakes at Each End bij^S -16 Penny Nai/s or StoRes Tied Together W/th 6 Strands or 3
Wrappings Wire Good g Diame-ter / \ 6"iWin.

\

H f^"~ Clearance Not LessThanS , RuLe4.

O^erSO

aS-^

Jt

I UUU UUU UUUUUUUULJUu]! [ I LJ U &

ea

U U U LI IJ LI

V-

UUU LJ LJ L'

o n

Eig.4A Pu/es3e,J3or>dS4.

Clearance Not
Less Than 6"
Rule 4.

1^

For Logs Pi/' ng Props and Te/egroph Pofes
Use 10 Strands or 5 ^ropp/ngs Pu/e 57

3 Waj'-- -, 6Sf rands or J Wrappings

"-JV'MaZTM^- »^^ GoodJ'Diom^ RuleSE.

SStrands OrS ffropp/ngs
Wire Good £' Diameter or
Boards f'x 5" Pu/edS.

Clearance Not Less 7~han 4' otC/osesr Point Pu/e J5'.
Fg.S. Manner ofLoodng Long Lumber onJbp ofSttort Pieces 0/7 S/ng/e Cars. See Pu/es34,35,36,37,4dond 53.

Clearance iVo-i lessT/?or? ff. Puie 4

ji^}^-^ r

5 Strands or 3 Wrappings
W/re, Good a Diameter^

More 77?an£ Length of
Car 4 Sf a Pes Pegu /red.

LHM

£ Mm
I5'0'' Maximunr^ \

I L ess 7han£ L ength of
. , I Cor3 Stakes Required./

_ "1 add

6S fronds or 3

'ire Good
Boards /"x5

rWroppingsWi
/ g'Oiam.arBoc

6"MinRule4. \

/ Stakes 4x6"

Bearing Pieces 6 Wide Afinimum.

Clearance Not Less Than 4"ot C/osest Point. Rule 17

Eg.6-See Rules I7,3I,3£,34,3S,36.43.44,45,46 and 48.
Fig. 2716— M. C. B. Standards for Loading Materials. (M. C. B. Slieet 25.)

Fig. 2717.

M. C. B. STANDARDS.

911

C/earance f/of less Than 6Stranc/s or S tYrapnmo

^e'o"M,r,

l8'0"Ma.<rr,un,~'^'^ L^i-,^-//..^/^.^

More / han e Lengfhs^ SSfronds orJtfroA
ofCar4SfokesRequ/red^ iVire Good £' D/om. c

J Lar J Sto/fesfi&/i^/red/: I l

Stakes 4xS

y V

Bearing Pieces 9"lf/de Mm/mum

Clearance Nof LessT7?on 4"of C/oses/ /h/r?/ //u/e40.
Fig 7- See Ru/es /7.J/.3S, d4,S5. 36. 40, 4S.43,44,4S,4ff,48o/}di3.

Clearance .Vol less Vyan S"llule4
'\'^^^^-e'0"Mn\ „ , ^„

"n

lor/ojis Sic Use 10 Strands or 5
^ropplnffs Hale 67
CStronds or 3 h'rapp/ngs IVire
Good^ "Diameter Rule 3r.

-H< -C-

tbr tV/ath of Load See
Table Rule S5.

EO Mia

6 Mm.

Bearing Pieces lO'MIn Wlath

Clearance Nol less Than 4"at Closest Point Pule 17
Fig 8- See Rules l7,34,35,36,47ond4e.

Clearance Hot less Thon 6 Rule 4 ■

For Z ogs Ftc. Use to Strands or SlVrapplngs. /?ute 57

-20 Mm

I or L_ ugs Lic.use juo rranas or o "rappings. rule a /. ^ c u min

estrands ordtVropp/ngs fflreGood For Width of load ~^ X--3'6"Max

T'Dibmefer. PuteSS- See Table RuteSS. """ . fi''uln *-

6"Uin. '^'''^ '^"'"^8 Oi'arn
I'f-:- Stal,es\4"i(S"
< i \

Bearing Pieces IO"Minimum IdldlF Clearance Not less Thon 4"ot Closest Pa/nt tfule 17

Fi^S'See Pules 1734, 3:^,36.47 and48.

Tor logs Etc Use 10 Strands or 5 fVrappings Rule 57
SSIrands or 3 lYrappings Wire Good J'^Oioiri RuteSF

Bearing Pieces lO'lfide Minimum. Clearance Nol Less Than 4"af Closest Point Rule 17

Fig. to. See Rules 1731.34,35, 36, 47and4S.

Clearance Not less Than 6'Rute4
I For logs Ftc Use lO Strands or 5 /Vrappings -Rule 57

6Sf rands or3 lYrappings tVire Gooct^ Piamr Rule 3F.

lfule4S-

IMin 20-

dearlng Pieces Rot less Than 6'-Rule4 -Clearance Rot less Than 4'at Closest Point-Rule 17.
Fig II- See Rules l73l,34,35,56,47ond43

Fig. 2717— M. C. B. Standards for Loading Materials. (M. C. B. Slieet 25.)

912

M. C. B. STANDARDS.

Fig. 2718

for Logs Etc l/se/0
Sfrbnas orSWropp/nffs
Pi//e S/ana S7
Wire Good 3 D/'om. 6'Sfra/7ds

^ r^^

Clearance fi/of less Than /8

Clearance A/of Less 777an6

iiJyt^

-fiu/e4 fbrLo^sftc U5e/OStrondsor5^rapp/ngs^^-— — £0"M/n') . ,

.-^-^^=6 Strands or3 tfropprngs mre Good ;jrE^i'i5'>c7;fJ

IBMih

Cleaff/oiled To Bearing Piece Bearing Pieces IO'x/0 'Minimum- fiuleS/ Clearance Not LessThdn4'-fia/eS/

Beiiveen Sfdkes and Side Phnh Fig. IP See ifu/es JS. 34, 36. 48 and 5/.

of Cor -Pnd Weivof Piff /p
Fig /PA.

Porloffspfc Pse lOStrcnds or Clearance AM less rhan6-fiale4.

S lyraopings 'Pales 6/ord 57.
I x^' Boards or IVire Gsod^ Hi. -
SSfrands

Y-^^iZ^s^p'O'Mi
13^""

For logs Ifc. l/se ICSf rands or 5 lyroppmffs
6 Strands or 3 lYrappinffs tVire (jood •

iVireGoodfD/ometisr j Searing Pieces lOx/O'M/n.-Pt/le 5P. Clearance Hot lessJlion 4"-PoJe5l filling Pieces SetiwenSfaltEs

eStranas or 3 Wrappings. SStraiiOscrJU'roppings IVire Good^"Diameter and lodingJoSe PasleneaTo

Pmng Pieces Between Stakes and lading ^ l3-SeeP«les34J5,36,48,Sland3i Inside of Stakes,

lo Be lostened to Inside of 'jfakes. ^
End Vieiv op Fig 13
Pig. I3A.

Clearance ^iot lessPhan 6-Pule4.

10 Strands or 5 Wropp/nqs tVire Goods Diometer-Rule 57
' ' / 3fakes_4"xS'

Pig 14' Pule 55

Clearance Not Less Than 6 ~P?d/e ^
F,g./5-/fule57.

i'J:^"3oards. J^SfrandssB/om.lfire. For Size oPSfakes See Pule 34 p'p'p , i^. . i"n ...

II I y \" / J 1x6 Boards I Strand g Oiam K/ire. Par Size of Stakes

SeePu/e34

F/g 15^ lading of Tan Bark on PlatCars.

EWPhnk £"x4'Flank

Fg l7'Loding of Ian Bark on Gondola Cars

ForSize of Stakes PSfrandsg'Oiain K're

See Puie 34. ^

Fig 17/l-ldfh Loadedon Flat Cars.

Pig. 18 -Pules 58 and 69.

£ ifngle Plate

m

Oiogona/ r/aflron Braae. // Piom ii^/n

e'!<6"~-'.^ "I Jp-

gVie'

-OP — □ — □ — a — □ — a-

on

'/a^t.Pu^'1/oi r..j. u/^-L.

Web Filling Piece for
~ Tm'n Loads. Locafed
OS Hear Flange as
Possliile.

CleaieWilS'' CutlTosher
rig SO.

Fig. IS ~ large Girders loaded Flaf
Fig. 2718— :\I. C. B. Standards for Loading Materials. (i\I. C. B. Sheets 25 and 25A.)

Fig. 2719

M. C. B. STANDARDS.

I Diom tbrSingle Loac/s tVeb Filling Piece forTivi/i loads , located as Hear Flange 05 Possible
kD,omibrDaubleLoadS\ , l.fMmD,am.^_

1^ u/Ofn-fbrDoub/eLooL
Cut Washe,

£x8 Mm/mum-'^
''CenferofCar

Chof-eWxfS'rCiji Jfc7sA
FigEI'/.orge G/rders IfOoded Fhf

^ Angle 6xf2 Mmimum

^'>(6M„ S/ng/eloods. £"xl£"Mm!mum.
_ 6x8 Mm. Doubfe Loads „ ^^ "^-h

^ Jx8 ^/n.Smg/e Loads- 6xL2'LiLm/mi/fn
^-^ /OrL£'M/?/mi/^ for Z"o-u "^-^

OoubLe loads If/jen °

Bearing Pieces Musi

' BoLf.

C/eafSxd^ Beormg
C!eamThKk. \4Boif-\

'^^9^ ■ -- -1/ 1— — —

BoLfedVirougL! Cleat eW'xiW'^ CuL iYasher.
Floor and C/eafas

Sho^n/n f/gs.£0sr2.

V-

4x8 dpr/g/iL-SxSL^/ogo/yaL
ng.£5-Brjcing for Loading ol^large Girder

Fig.cS-Loding of Large Girder Overhanging.

913

■IO"Diom.Mm. 2x8Spi/<edToSide.

Cleal^ 2"xe"
Cleoi-J'nickMin. i^Li

(j (j (j (jDiagona/ BroceSiM

C/eai-s EU'xIdand Cu-^ IVasher.

r,g-24.

4'i<8"l/priffhA

Lad/ng Above S'des of Car
,,-,„,, To Be lapped and f(/ram/do/

Maximum Length for o utakes j^ f^^^ ^^ „

^- SO'O-^- ^h eO'O'^ H ,„,,^ h6ll,agy/

IxD Cross nece. /

Maximum Lengff? forJSfa/ces-
K- EO'o" ^^ £0'i

Lading Above Sides of Car
ToBe Lapped and Pi/ramido/
-^ '" ^T „ Ixf Diagonal
fx5 Cross Piece. I

Fig 26' Lading ofS/iorf Sfruc furai Maieriai

For Size ofSfal<es See /?uie /£.

Fig £7-Lading of Shori Structural Ma/end I

Lading. Uave Sides a fCorFo f'^'fj"^^^' /lf''l^''''%
F'rSizeofSfa/res.See Rufe/B. Be Lapped and Pgram/dai fa ''■'>-

More Than £0 Feet H '^'^^ Diagonal Piece I'iS"

Fig B8- lading of Sfruc furat Material Atore TtionBOO' m Length

Sufficient Blocking To Allow Pemo vat
o f Chains Whicb nere Used in Loaaing-
See Pule 74 -Figs £6 and 27
Fig ES'Manner of loading light

Structoral Material in Bundles
On Single Gondola. Cars.

Fig SO-I Beams and Girders
Lopped and Blacked at Fnds
for Shipment

Blocks for Brac/ng.

F/'g.S/-- Lading of S fee/ Na/ff oof Trusses.

EncfEie\'ofiot7 ofFig-SL

Bx8 Niagara I Braces
Spiked To Car Sides
, and floor / tO"l)ia. Minimum

Fxd Diagonal Braces
Spiked lb Cor Sides
and floor

SxlOVpright £"xg" d ^8 Diagonal Braces

FgBB'loyySide Gondola Cars Iffth
Sides l/ndar J Thick

BkS Oiogonol Braces I Blocking Behreen CarSides
Spiled la Cor Sides and Upright if her Bearing
and flooq \^'t/p''i/,„ Piece is tlot Hatched.
fBoll

Hearing

Piece Notched

3xi0'llfr/g/7t^'^''p" JxS'Oiagonal Braces.

at CarSides and at dprig/it

FigJS'Pule 7 and 81

Fig. 2719— M. C. B. Standards for Loading Materials. (M. C. B. Sheet 25A.)

914

M. C. B. STANDARDS.

Fig. 2720

m

lo o o '

1---J

Si-r/ps Mailed To Spoc/ng Blocks-

■zrr

"□ □ — cr

-Q U U

^g.3/A-Ru/e '/^A~Manner of loac//rjQ Deep Girders on F/cf/- Cars.

Fnd Blocking Bo/ied 7bf~/oor

■-'-'" oc) on

I /^od Minifnum Bq/fed

Fig 34

Ang/e Bo /fed To (j/rder

Fig.S5-Pu/es 7e.85,8ff,87and r/g.34.

AffernaHve fosfen/ng

6'^8''

FigJ6-PuJes7e,85.8e,87andF,g.34.

£LQ

on

Fiq 37

r

l" " ^ "^

1 ^

Ilt'i

q

-a o-

-n n a u lj' "

Plan ^/e^v of F/g. 37
F/g.3d.

[^ Bo/^ Through F/oor.
6x8 Top C/a/np.

£x/F' Spacing B/ock.

1 1 ^ ^

-i-pj,(i-r-

LJ LJ LJ LJ LJ '

•s=r1

Xk

'al£U'l</8" F\ (^V'/t/«, F\ (~\

cis:i

Fig-33-Lod/hgofLong Mai-er/aio/7 F/a/arBrop Fnd Gondoh Cars

/J^BoH
y ^Bxd TopC/anip

S^f^ Spacing B/ock
/Ox/£ Bearing Bhck^

^

\A-

^

t

PP^I^,i^-^iBBaaHBB

1^

O O O''''-

F&d To F/oor ofCai

n

Fig-40^lad'ng oF Lon^ Mafer/a/ on Gondofo Cars.
Fig. 2720— :\I. C. E. Standards for Loading ^faterials. (M. C. B. Sheet 2SA.)

Fig. 2721

M. C. B. STANDARDS.

915

b Bo/-fThrouqh r/oor ,„ ,,

^ ~" ^xff^l Bearing P/crfe.

Th/s Biockmq ToBe^ Lotn/er Thaj^ Beor/zig
" Pieces Near Fnd of Lading.

O O Q

Fi'g-4/^ladiri<^ of long Flex/h/e Maferial on F/af- or Drop End Gondo/a Cars.

These Bearing Pieces To Be4 lotverThon
ir BoP' Through Bearing Piece / Beanng Pieces h'ear End o f Lod/ng .

oj:i

Fiq.4-S~ Lading op Long LwaLerial on GordoLa Cars Nof Paving Drop Ends

III

x6 n I. Plate

? X LO Beor/ng P/ece. /J; BoLf Through Bearinff Piece. 2^61V.L PLafe ^
VI?) L \ «L

£"x8" Spiked To Side of Car LOxL0 Ppng

FPg.43~ LadPr?g of lon^ MaPer/aL on Gorido/a Cars ^oL P/av/n^ Drop Ends.

li irl/foa. Cuflfasher

^pproximofefu
Hleasfg'TPiclf..-

*

MadeSufffCienf/i/ Long
lb F/ii/ Cover Bed iron.

pBo/ts. ^Clealf/ailedOr, Aj'S/oyanalsSpikedUSiaesand doon

' — ■eiockedO<j-/S'rrom Side orCarToAlhx forOidgond/Bradng

^1044.-7*^^ Shipmen-^5 on Gofidofa Car5 ^of £<fi'ippcd iV'-^h

Drop End and Having Sides less Than Three InchesTh/c/f.

rh -4SD-Diac/ram of fiopper Bodom Cor Siioiving The
ilppiicaEon of Poise Boffon? for TheLooding
of Pig iron Biiiefs, Smaii Casfmgs Etc

ijniffod

"' -Ciitiros/ier

CleafSpiiredTb
Bearing Piece To
Preiieiri Loferai
^ofion

Bod

iop ofSideafCdrs
e'ia'Spike,

r>a'Spii<ed To CorSdes E!<8'0iodo„d/o.\SpiPec/ ToSidesi- Floor

Bloci<ed Ouf SFrvmS/de of CorTo diow FoPDiogonoi Bracing.
Fig 45- ff dies TandSS- Tnm Shipments on Gondo/d Cars NofCguippeg
mtii Drop Bnc/s and Hanng Sides Tliree or More Indies T/iicP

Uprighf lO'dO" Diagonal Brace fx8

Fig 45c ' Tnin Shipmenfs on Gondola
Cars Mof Bgiiipped IVifh Drop
Ends

7> oiron .jecured IV/lli Lag Sere ns al Bach Bpd.

Cleats

mg Piece ILofched
Over lop Flange
rg.45A-Manner o F Blacf iiig and Sndcing Bearing
P/ece on Steel Condold Cars ^lih Inside
Sfake Facie el.

4xd Timbers

4U"Si-aks 7b h} Mem
fnSiokePockei.

C/eafhwIed On. Bearing Piece /^ofcheaiMrTSpf/ange.

/7y . 45 B- Manner a f Block i/ig and Bracing Bearing
Piece on Si-eel Gondola Cars Wiihouf
Inside Stake fbckets.

ards for Loading :\Ial-erials. (AL C. B. Sheet 25A.)

916

M. C. B. STANDARDS.

Fig. 2722

ftr/ffoa Cuf Washer

4.XC£ C/amp

Manner o f BIockmg/?ound 8eor/nff Piecesr£x4'x/3"C/eat Ci/fh/osher
Fig.46-Sfrucfuro/ Ma-^eriofloaaed On Haf Cors.-Pule/OO.

Manner of B/ock/n(^ Bear/ng Piece c
Steel Gondo/o Cars.

A

ng.47

P/on yiewo-f F/'g 47

LT-" — C3 □ a~

F,g.4B.

Buflf Up Side T/es Can Be Used and /^a/fed /f Si/^sfonf/o//i/ Made

Fin 5/~ load ih^ of Turn-fables. On Open Cars.

fn

r-H

ri)

s"So/ts

earing
P/ece.

King PinShou/abe Sufficienf/i/ Lorrq to
Peslon Center Sill Coyer Flofe, Mich
Should lilol be Cul io /I lion ICingPIn to Pass
Through BCinfer ' ' -^

£x8 Mm/mum,
iVebBeorihg Block.

/ing Pm Should be Sufficierrfig
'Long To fieslon CenterSillCoter
'Plate michShouldNotbeCul
lb AlloK h'ing Pin lb PossThrcugh.

•^Solts Io be located OS Hear Girders
as Possible.

Top and Bottom Plates for Center
and Top Plate for Side Bearings,
to be §" Sleet Plate.

ountersunk Hut, Core tobeToken
That Pod Does Hot Projecl Through
Nut

Washer Strap Connecting Bearing Piece .
Tivo Bolts,

Fig.SS-Vertical Lading of Long Girders.
Location of Bearing fiece for
Bolster fbrTmn Loads.
Cars equipped Kth Steel ilnderfram/ng.
See Pules S8, S3. 103, 104, lOGand III

/Bottom Plales for
Side Bearing to be
f Steel

bolsters Should in no Case be More Than S's'long.

For Girders Weighing JO.OOOIbs or Less, Bolster -ho he 8"Deepxlo"mde.

for Girders Weighing JO.OOOIbs to 7F,000 lbs. -lO'fleepx I4"mde.

For Girders Weighing JEfiOOtbs or More " " "ikOeep/f l6"lVide.

Fig.SB-fforiz-onfal Load/ng of Long Girders
on Pirated Bolsters

Cars equipped IVith Steel Underframes
See Pules gBondtOg.

Fig. 2722— M. C. B. Standards for Loading i\Iaterials. (M. C. B. Slieets 25A and 2SB.)

Fig. 2723

M. C. B. STANDARDS.

917

Angle ofi Channe/

f^

t

l^ofer Center
and Side Bean
Mast be ^e//Coafea',
W/fh Grease
Thelocf/hg /:i
on Them.

To Projeci S'Se/otv.

ngJ4-~See fiufes fOJandW Ofid
Figs 55^55^ -Tor /)/n?e/7 5/0/75
See Tab/e /?ufe /04.

Angle Iron Bo/fed
to Girder

F/g55-P/on l^/efv of Fig S^Sce
/?u/es mana/lA'

p- < onger Than 70 'O "One Pm Fo/e Ob/on g >1

! ->1 \<-f-^"Ob/ong forG/rders4/oreThon 7o'o"lof^g

Fg S4/l~See fiu/e/(HB, L c ffcrFand
Figures 54. S5 and 55A

*—Ang/e or Chanref ^

drder

Ang/e iron BoFed to Girder
G

F/gFFAS/de y/ei^of FigSFSee

Fu/es '03and/04 and F/gs.54-FF.

Pipe B4 ort\4ore fn DiamGter

Fig. S6~ L adir^g o F F/pe on Fiai Cars.

Fipe More Thar? i£ and Less Fhan F4 "m Diameter
iOStrands Wire 4'!^s" 4'x5"

F/g 57- lading of Cash iro/? Pipe Or? Fiat Cars.

iOStrarids^irs.

P'pe Afore Than i£arrdless Thar? £4 "rr? 0/arr?efe/:

Fig.S8-ladihg of ^roughi Iron Pipe or? FicrtCars.

FF''Oiagonal Braces Secured at Fnd of Sftrkes
With Fot Less Than Four 10 Penng M71I5

10 Strands or 5 fVrappings oflVire Goodg Diameter,,

Beoring-Pi'eces Spaced t/ot More Than Srx feet Apart, Afast be Placed
Between Consecutive Courses ofFipe.These BeanngFieces Must Be ^ot
t ess Than Fur ^) Inches h'ide and at least One 0) Inch Ihic/r fur tyrooght Iron
Pipe and Ti^o(£) Inches Thictc tor Cost Iron Fpe - See Pule HE.
FigBO-loodingT^olcrrgths af otlPpeorTubingtSorless inff/o/yf.irtGc'ndolaCors.

Clearance Atot Less Thar? 6 ~ Puie4.
Cleat Securely //alied Strips Crosstvise ie%Qrt of Sirch ^\
To Prevent Shi ffing. Thictrness as to Peep Stone Clear "^ h"

of Floor \ \ ] I

lOStrai^ds or S IVrappinqs
ofiyire,Gocdd Diameter

. ., ., ^ S Chock forlE Pipe Secured Wifh Four

6D Fails.
B"Ci70ck for Less Thar? l£"Pipe Secured
n'lfh Four FD Foils.

FOD Fails To Preyenf Stoke

From Lifting. Fail Fot lb

Fxtend Through Stake. Fig 61 Enlarged ^letv Shoiv/nq ChocLc of

End Hew as Per Fgs -5$&60 Fach Side of Fpe or? Each, peanng Fierc-

1x5 Diagonal Braces SecurePa^ Fnd of Stakes
With Hot Less Than thuriO Pcnng Fails

Bearing-Pieces Spaced Fat More Than Six feet Apart Must be Placed

Belneen Consecutive Courses of Pipe These BeanngFieces Mast

Be Not L ess Than Four0) Inches ^ide and at leas t One (D Inch Thick

Tor fVrought Iron Pipe and Tno(Z) Inches Thick forCosflron Pipe.-SeePutettP.

fig 59~Loading One length of oil P'pe or Tubing Ip or Less In Diam InGondolaCars

CI f S i tt t ri Clearance Fat Less Than B-fiuLe4.
To%eZn7shit^ing ^^'^/^f Failed To Car floor h ^ f^

^ ^/rre'.'enr Kack/ng. \_ )

Fig S£-loadrng o f Sfone - See Xu/e /SO. Fig.63- loading of Sfone - SeeXa/e/SO.

Fig. 2723— M. C. B. Standards for Loading Materials. CM. C. B. Sheet 2SB.)

918

M. C. B. STANDARDS.

Fig. 2724

Sx8 P/anA-

-4x5 Diogono/ Brace

4x4 B/ocking^

Fig. 64- Lading of PIcrfe Giass on Fiat Cars.

Sooras or S/ais of ffcod Mof less JTto/f /^ Thick f/a//ed
To Door /hs^s

\V :\ r. A /^ /"' f\ 7^.[

K'ttt-rH-rrttr f;^

JlipW^f^

WPMiM^^mW

c^^i

C) o

/Tgr 67~ Manner of Loading Barre/s h Bat or Sfvc/c Cars.

Braces ^of less Thar 4''mck Nailed To f/oor

Boards orS/ahsof Ifood P/oilessTha/?
1^ Thick Naiied ins/de of Door fbsfs

ufnps i^oflessTiianJ Illicit
Naiied To Inside ofDoorfbsfs

fig 68-Monneraf Load/ng Ties. Fence Posts, Wooden
Bit lets, Barrel Sfayes and Similar Jhori
^oad In Closed Cars.

n^Zl LLA.

^n

Fig. 70-Monner of loading Wheels In Closed Cars

End Pro Feci-ion Str/ps
Nol- Fess Thar? ^''TTiicFr.

ProFecfion SFnps Aiof less
I Than ^"Th/ck.

m

^^.^^-A^

n rt

Fjg SS- Manner of Load/trp77res /n Box or Stock Cars
Fig. 2724— M, C. B. Standards for Loading Materials. (M. C. B. Sheet 2SB.)

Figs. 2725-2727

M. C. B. STANDARDS.

919

1^—

1' '•••'^ 1 1

t

, ^'^

..J ^..

_- U.

-.1 .

;.

.

K rrrr.r.. ,„„,ftf.l

Ties Should Be Blocked ^parf Be^fyee/? 7/ers o/?cl Cars Should Be Taken
So That Top Ouiside Ties of U/dd/e Tier Cannot Shift

Bearing Pieces Not less Than
6' Thick Laid Crosswise on Floor of Car
fig 7TMannerofloac//ng four Piles of Ties In Closed Cars

fearing Pieces Hot lessThan 6"T?!/cP
laid Cross tv/se on Floor of Can

Fig 7£'Mannerof loadingThreePilesofTies in Closed Cars

Cleal Spiked To Floor
yx4"Posf Splped To S/de Plofe ^ Clea/.

Fig. TJ-MonneroP loadPng Seyver P/pe In Closed Cars.
Fig. 2725— M. C. B. Standards for Loading Materials. iM. C. B. Sheet 25B.)

i

-J"

-c —

--Tl

Ssjt;

1

_fi

-+>

IF

Si

A Rough M

A S" 6" 7" 8" 9" lO"
a 4'sl'f4'fM'4[

c 4|V4'4'4 ^k ^i
Flooring.

~T~

t

,»

W^

"tlOJ

f-

^

H'

"a«

1

fM^

*

1

^

,„K--

-ITTfefefT

-*\r6f-

"lib

'4

js I

r ',r''T"

'u ^ Rough Size —

^

Finished Flooring.

, ^ -Si. Hi

Y (jRaugh5ize— A

■Si

y^r
i^

Jis; ^iftiLII

k ^'Rougli Size »l

Roofing and Lining.

Fig. 2726— M. C. B. Standard Flooring, Sheathing,
Roofing and Lining. (M. C. B. Sheet 26.)

"1

j^ii^-ff i -13 I

I
j.^ 4"Rwgh5ize 'A

Stieafiiing.

t<-i-H^4

-*-i M^

K-a-H
Signal Lamp 5ocl<ei

Fig. 2727— M. C. B. Standard Signal Lamp Socket.
(M. C. B. Sheet 26.)

920

M. C. B. STANDARDS.

Fig. 2728

MJWA

^:--^--

i--

s'U- J/-

-'inr

n-

^-+-

^^!

k/vvVV>

rAV

^ ^^

4 i-

-i--

;^ ^-

Jl

z-Jss.

'^%

-^^

—i-

_'£'S>.

rv/wvi

I

^

■^

I

^4

^1

■U

mJ^

^'

-R.

.^

I
I
I

» I

^-R^-

\^t\/tH^

m

^iis

h-/ff/!s-^

^ t^l

O CO

CT IN

CO

> u

Figs. 2729-2730

M. C. B. STANDARDS.

921

On cars sfanding oyer
fS H. from fop ofraJ/fo eofes
\
sVr^HElGMT AT EAVES
'f^XWIDTH AT EAVES

-vi^COUPLER SHANK S'k 7
■^-^"STYLE or DRAFTGEAR
3'--j/:.YOKE ATTACHMENTS

Cenfer Line of Coap/er "

Markings may be placed on end of car abo/e coupler If preferred.

Cenlsr Line of Coupler-^

On cars s f:7ncf/nff oyer
/2ff. from fop of rail
fo eayes.

Markings may be placed on end of car. aboye coap/er, /f preferred.

Boj( cars more fhan IS fee f
from lop of rati Id eayes fo
show^ helghf and w/dffi of
eaves nearfioffom ofslcfe
of can

Size of coupler, sfyle of rear
affachmenfs, kind of draff
gear and sly le of brake beams
(ivooci or mefal) fo be sho^rn
on side of car of end, oronenc/
of car abo^e coupler

Truck bolsfers fo sho^v size
of journal and lelfers fi.C.B.
If ff.C.B. axles are used, ord/sf-
ance C. fo C. of journal, if axles
ars nof M. C. B.

In I Hals of road on one side of
iruck bolsfer on fruck Iransom.

Slock cars more ffian IZ ff.
from fop of rail io eayes,loshotr
heighl and yvidlh aleat^es onouf-
side of Side sills

Slyle of coupler, slyle of draff
gear, sfyle of rear affachmenfs,
kind of brake beam (yvood or
melal} fo be sfenciled on oufslde
of side sills, or on end of car
above coupler.

Truck bolsfers fo show size
of journal and feffers ff.C.B. If
M.C.B. axles are L/sed,oraisf'
ance cdoC- of journals if axles
are naf M.C B.

Ini Hals of road on one s/de
of fruck bolsfer or Iruck Iran-
5om.

LENGTH 00 FT

3"

-e'^coupler shank 5-7
2*— :d7:style of draft gear
\>?""yoke: attachment

^^flM&TAL BRAKE BEAMS

INSIDE LENGTH OOFT^

dole ■ Dmp Bnd Gondola

Size of coupler, sfyle of rear
aihchmenfs, kind of draff ^ear
and slyle of brake beams Ctrood
or mefal) h be sboyyn on s/de of
car ai end or on end of car aboye
coupler.

Truck bolsfers la sbotvsize
of Journal and leflers M. C. B. If
kj. C. B. axles are used, or ff?e d/sf-
ance c. fo c. of journals if axles
are nof fi.CB.

Inif/'als of raad on one side
of fruck bolsfer or fruck Iran-
som.

Marking of Frelghl- Car^
Fig. 2729— M. C. B. Standard Marking for Freight Cars. (M. C. B. Sheet 26.)

-29"-

Ji

^-

One Thus -A S

Oil Hardened

N^26

Oak Block
One Thus

Nsas

WIBand^xl^

Fig. 2730-

List of Bolts for Jerk Test

No. olBott

No Used

Diam.

Length

Remarks

^a

1

'/"

ss£

SqHd ^^/i6
Aero 55 rials

^9

^

4,"

j>."

30

4

'A

J'

Turn Tapered

31

I

%

sV

J^

z

'/8

J>/

Tap Bolts

-Details for Standard Jerk Test for M. C. B. Couplers.
See Figs. 2730-2733.

(M. C. B. Sheet 29A.)

922

M. C. B. STANDARDS.

Fig. 2731

I hJ^M ,--

_^L 1—11.

I rrri I

-Th

Note-- Cut-away fil/ef to
recetye l7ecr£^ i?f t^ l:'0/f. -

Columns
Two Tl-ius -S C.

One Leff-/itam

Section -4-s

< /3"

Fig. 2731— Details for Standard Jerk Test for M. C. B. Couplers. (M. C. B. Sheet 29A.)

See Figs.. 2730-2733.

Fig. 2732

M. C. B. STANDARDS.

923

Two Thus 5. C M 10669

3fCd

\* /J'

One Thus -S.C.
Jerk Test 5prina H(?u3it7q Bracked
M 10681

■—J'- J"

Drill for ^' pin to '^upporf
strap wiiiie coupler is
, I o ■■ ' in place

One Thus -5. C.

Coupler Holder

M- 10674

H

'f^

H

;=^

' c'

li-

7>

0

il

One Thus ' 5.C

Strap

M '10687

P

-IIt,-

..X

a,

L

if^rS^n

-'47-

One Thus -S.C. One Thus ' 5. C.

Bushing for Butts Bushin^^ tor Butts

of 5"x5^ Shank at 5"j( 7" Shank

All DM 10668 Alio /mioses

Fig 2732— Details for Standard Jerk Test for M. C. B. Couplers. (M. C. B. Sheets 29A and 29B.)

See Figs. 2730-2733.

924

M. C. B. STANDARDS.

Figs. 2733-2734

Vtfi J

One Thus -S.C
roUower
M lOGTS

One Thus -J. C
Follower
M'I0676

~jf~J( Four Thus - 5. C.

~ ~ ^ I boiled logelher In pairs
^- Xj Spr/nq Housmq
^ M- 10672

CD

i^

>^

\.y

Ti

:^^3

Tap

.TT'

lfi)4-

^ ^^

7"^

i^-

-)^

^ -^ I

Center Secilor?

-.'^-^

1^3

[E

s

Ct7/3 Casting
One Thus 3.C. M 10673

One Thus -C.5. Bk.

Yoke

M 10680

Fig. 2733— Details for Standard Jerk Test for M. C. B. Couplers. (iM. C. B. Sheets 29A and 29B.)

See Figs. 2730-2733,

LIU

,^ / //

Two thus - A.S. BK.
Fillers to be used next to Couoler Shan/^

-7"~-

K?^

Wed^e
TiYo thus- A.S. BK.
No.4-

Fig. 2734— Details for Standard Striking Test for M. C. B. Couplers. (M. C. B. Sheet 29B.) Se

Fig. 2735.

/|t^

when of the taper variety
No. a

Fig. 2735

M. C. B. STANDARDS.

925

^ 3,^ " J'-^i -*^7/'lj^^3

Coupler yved^ln^ Blocks- A. S. BK.
Three of each

One thuj - A. S. BK.
Filler lo be used next to
No. 3

Note. For c^efall of Cajlina
M. 10669 see

Strilini) Te5l

Fig 2735-Details for Standard Striking Test for M. C. B. Couplers, (M. C. B. Sheet 29B.) See also

Fig. 2734.

926

M. C. B. STANDARDS.

Fig. 2736

Spr/'r?^ L/sf

Class HI3 3pr/na

Descrii^ee/ in P. f?.R. htftlca/ Spr//?^ Spec/f/cat/a/7S N^/^C

an4 shovYi? on M. £. Trac/rr^ 3333

i2 Reautr*ecf' .

Class H4 Spring

Fig. 2736 — General Arrangement for I\I. C. B. Standard Drop Test jMachine for M. C. B. Couplers and

Axles. (AI. C. B. Sheet 29.)

Fig. 2737

M. C. B. STANDARDS.

927

Note:-
Far cfefa// al casting M 10669
See M.e4460

MI0S69-

V

\

1 1

"^^

3'
A

.

15 f

>.

<-j/-^

\

\f

4

T

_

i

vi-

\

Filler Blocl<

Om Thus for 5'xS' Shank 9p Fnd

S.C M3I7I7

••TO

^'

- — -^

-7K
V

r

-c —

— --^

\

1

\

Wedge
One Thus for 5'nS'ana 5"x7"Shank
S.C M3I7I6

1 ^r

—

J .k

i.i

—

i»i_

"/'

1

■e-A->

s^ ^^

*i.

iLj::

:i"7r

P-4"^z4'J

&'k

I I

^^-f

r3

*!i-
^

i?"

W6

F///e/- Block ,

One Thus for 5^5" Shank-C.5. A= Bj^
One Thus for 5"x 5° Shank-C.S A ' 4"

1

■e/5 -^

r iTaperl'lnlS.^

-0

AS'

NS 7
Filler Block „

One Thus for S'x 7' Shank CS-A =2^
One Thus for S'n 7" Shank C 5- A' 4"

Fig. 2737— Details for Standard Face Test for M. C. B. Couplers. (:M. C. B. Sheet 29C.) See also

Fig. 2738.

928

M. C. B. STANDARDS.

Figs. 2738-2739

If

I I
I I
I I

^^f-A

mB

:--J

F///er Block
One Thus for 5°xS' Shank Sf End
S CM 31719 '

N^5

Wedge

One Thus - C. S.

^

£. ^ J 4"^ Shank

r Core I

Contour to t'e 0rour?£/ fo f/'f G^^e

We^^if7^ Block
One Thus 2.C M5S76

'-r-

Ga^e for We^f^/na Block
" ' ' 5 tee/

Coupler fo i^e
wedged here

I J
If

ji

rP^

::7::
, /

•I' (lof

/J •>X< — 111.

/ 5 Ir iking Horn of Coupler
fo resl here

I ^,

^

3St

Ji I Cc up/er Sham ^ »

il=

11

(i. V; ^L,_

^;

-i

Btf

■tV ^

f

,4]

-(of Coupler Shanl<
ani^ drof

. Buff en^ of coupler

J V. musf fiat'e a i'ear/ng

'^^ on huse of ^r^p fesf

I macfrfne.

Base Bfffcf(
One Thus -S. C. MSeSE

Hardened Sf

Fig. 2738— Details for Standard Face Test for M. C. B. Couplers. (M. C. B. Sheet 29C ) See also

Fig. 2737.

Elevaf/on

Dl. am/C's-A. >

for^ l^fyefi-x 1"^

.1^

~w

^-'ilj

/"lyo 7*i/j-(f / ,^/ andt:'s-/r.

NS ?4

^^^^J?+^

n

^3

JJ l_L

Two Thus- W.I.

»l
I

^ /'"'^i"yo.i.?

.t

.1 I

il

Fig. 2739— Details for Standard M. C. B. Knuckle Pin Test. (M. C.

Figs. 2740, 2741.

Base Block
One Thus C.I -ff4584

Sheet 29D.) See also

Fig. 2740

M. C. B. STANDARDS.

929

Plunger

One thus of Ax/eSfeel fa he

case hari^er7e:/ a// ^k'er yvifh

charcoal -sof^a

N^ 20

Ore thus of Teat
Steel Temperei^

N^ei

- 10" -A

Knife Edge

Two thus of Tool Steef

Temperect

Slot cc^se haraerea
with prusslate ofjgota-

f/f in 5/at

f^ound

- 10" -

M

Bearing B/tPck
Two fhu3 Axfe 5 tee I
No.ES

S/x Thus

-— H

Fie 2740-Details for Standard M. C. B. Knuckle Pin Test. (M. C. B. Sheet 29D.) See also

Figs. 2739, 2741.

930

M. C. B. STANDARDS.

Figs. 2741-2743

^y^Mrzszi'yA^t'tm

Fig.

5 fanifari^
One fhus fromj'Sfeel P/^fe

2741— Details for Standard M. C. B. Knuckle
Pin Test. (M. C. B. Sheet 290.) See also
Figs. 2739, 2740.

<r

-9" )

"¥1

~\<-5i"-^

Striker, Striking Test

Ore thus -A. 5.

No. a.

r>-

■?«■<?>■

^

■€'>^3i'*

-5i'-J

Striker, Jerk Test
One ffiuj- A.S.
No. 3.

Fig. 2742 — Details for ^I. C. B. Standard Separate
Knuckle Test. C^I. C. B. Sheet 29E). See
also Figs. 2743, 2744.

wmm

striking Test

!,—- f,' -!--■

ji£U£3-.^a4fr£^^ — £^ijS^

Jerl< Test

Fig. 2743— Details for M. C. B. Standard Separate Knuckle Test. (M. C. B. Sheet 29E). See also

Figs. 2742, 2744.

Fig. 2744

M. C. B. STANDARDS.

931

J.

1

1

J

1

k

1

<

—/7^"

>

\^

Sack Block

One Thus W. I. Striking Test

NS 17

f

X

\

1

<.

17§"

>

''I

Baci\ Biock
One Tl^us -W.-l. Jerk Tesf

Hofe Case Hcirdened

Knuckle Pin
One Thus St. Case Hardened
NS 16
Note:
For detail if Cas ting
M 10669 See.

Knuckle Support SIrikInf
Two Ti/us -A -5
N^ 13

Two Thus-W. /, /!=/;
Two ThuS-W. / A-g ^
Two Thus ~YJ. I A'£
Two Thus -W. I a4"
ivs /g

Knuckle Support Jerk Test

Two Thuc -/' -5. RandL.

A'? 14

IxUI

i< 6--HH'i

Liners
Two Thus -W.I A ' 1"
Two Thus - VI. I A -j"^
Two Thus - W. I A 'I'
Two Thus ' W. I A -g
NS 15

'^

1 r'

\'1

i

pa^^

y. (

1
1
.1

(....

. 1

m-

^r] U

-y^

\

—

—

-Si"--

—^

[— |7j-^^'4t^^?'fe4-''j^-

*

si

->--

/P" ->

t

Knuckle Liners
One Thus-W. 1 A • <?,"
One Thus- W 1 A = j; ,,.
One Thus -W L A - .|
One Thus w 1 A'i

3

t

t

< 5"

-H

»l

SIr/ker Blocks
One Thus ~W.I A -J
One Thus -W.I. A-Z'
One Thus -W.I. A ■ l'
One Thus - w I A' {

^

•J* J

Housing
One Thus -S.C-M6-123

Fie 2744— Details for M. C. B. Standard Sepa

^" Figs. 2742, 2743

Bcjse Cenler Piece
One Thus-W. I.

Nno

rate Knuckle Test. (M. C. B. Sheet 29EV See also

932

M. C. B. STANDARDS.

Fig. 2745

— -^

Sheathing of door shoi/fd nof be cfn'yen h'ghA.
Door Sheathing is to be M.C. B- Standard Sect/on, same
section as car siding.

Closed Door S-top. Ma//Jron.

Open Door Sfop. Mall. Iron.

/|1| k-

k-

-fj--

30

Door Hasp. tiallJron.

/j|_-
-4/!

->t<-

->f---^i-->j !

^

tfJ>S'

|Hl<-/i->l<--/i'-k-

--Jr- — -.^-t-^::^-

T

frfeMitt'

l<-4-->i

I I ! T

— -7|1 ->i<--/i-'->|

Door Handle. Mall. Irvn

Fig. 2745— M. C. B. Standard Outside Hung Box Car Side Door and Details. (M. C. B. Sheet 30.) See

also Fig. 2746.

Door Hasp Slaple Mall.lmn. J'^ '.

Figs. 2746-2747

M. C. B. STANDARDS.

933

1

1
1

1
1

O

1

.A

I III Jl

, '--I ffad. .
\:—-3-—-\i—3"—-:\

Door Oulde. Maf/./mn.

Fig. 2746— Details for M. C. B. Standard Outside Hung Box Car Side Door. (M. C. B. Sheet 30.) See

also Fig. 2745.

ft

Fig. 2747— Details for M. C. B.

Standard Flush Side Door for Box Cars. (M. C. B. Sheet 30A.)
also Figs. 2748, 2749.

See

934

M. C. B. STANDARDS.

Fig. 2748

m IS c I ^,/H

Door Rod D. W /.

Fig. 2748— :\I. C. B. Standard Flush Side Door and Details for Box Cars. (:\I, C. B. Sheet 30A.) See

also Figs. 2747, 2749.

Figs. 2749-2750 M. C. B. STANDARDS AND RECOMMENDED PRACTICE.

935

>4*-/6--^— /<;•- >U _/7'_ ^ _ /7'_ >K _ /7!_ ^ _ i^r

-itg-^'i'^

►;/[<yo^->K-/^-Y-/^->t*-/^'->t<-/^'^<wi'->K-/^^>t<-/fl-->L-,„LJ^_;^._j,_„:LU._,.- J._„/'

Bottom Kail-B .

^^^^^□□□□□□^Q

^^'K--^-

^i_iiit:

- /O - 5 " J^ jc« — — 4-

IMS P

-S'-6"-

/V-VO

A"'/^ Sfubt-s Gage .109 0. U.S.
Chafing Irons for Door Rod Bearings.

Secfjon A -A
Wafer Tai>/e - C

/V-° leiilafifronj i

t^_,'^4._4"4_4q

Section C-C

^>'^
t

"^'r^iiM<-ii^ki

T —

N^ 17 Mail. Iron

^T

Fig. 2749— Details for M. C. B. Standard Flush Side Door for Box Cars. (M. C. B. Sheet 30A.) See

also Figs. 2747, 2748.

66 ifo<LofJournals-

r'efOverAli-

The footer la I for Tills Ax le is to be In Accordance with the
Speclf/ccrf/ons offheM.C.B, Associoflon. offhe Two Porf ions
Marked A Which are to be ieff Unfinished. One ofTiiese
Must be Sfamped With the Heaf or diotv Number and f he
OfherSfomped Wifh the Nome offhe Manufocforer

-Cut off Here
M. C. B. Axles
CutpffEndof
6" Portion Sl<efch Showing Manner of ioAing Borings forAnoii/sis.

Fig. 2750 — M. C. E. Recommended Practice for Freight Car Axle to Carry a Load of 50.000 lbs.; and
]\'Ianner of Taking Borings for Analysis of Axles. (M. C. B. Sheet B.)

936

M. C. B. RECOMMENDED PRACTICE.

Fig. 2751

CRITICAL UNE-i

'' ^ ^^Oh^EMNING LIMIT ilT? ^

JllfASURING LINE
i -NOT LESS THAN 1"

:^^^

FIG I.
STEEL TIRE
RETAINING RING FASTENING

/^l '"- —j.NEWTIRE

4(Wci«MJit(«tfT;if? — ^ ,A

.CRITICAL LINE ^

; iP X ^ "

<

FIS.2.

STEEL TIRE.

5Hi?INKAGE FASTENING ONLY

CRITICAL LINE

. 1. N_FW TIRE

\C0NDE>1f^iNG LIMIT

MEASURING LINE

■K-y - „ y« ■ I t-NOTLESSTHAN^'

F16.3.
&TEEL TIRE.
RETAINING RING FASTENING

Diawe ferof Wheel is to ire
measured on Line A-B.

\-

\<=-Taperl'inT0'----^

-'l^''----~M 4^ Normal Tread-

WheetTreadand flange for Steel and Steel Tired iYheels.

EOTUNDITY (^iUSE
FOR 33" OR 36' OR 38" SOLID STEEL WHEELS

■•NOT LESS THAN I

FIG. 4:

STEEL WHEEL.

MINIMUM THICKNESS FOR STEEL TIRES.

PLANE GAUGE
FOR SOLID STEEL WHEELS

BaseLine-y

-4^' Norma I Tread- -?|c-

H— -Taper I'/h^O"—-^ i

,A i r^m^v

Diameter of
Wheel is fo be
measuredon
Line A -B. Proposed Tire fastening for Steel Tired yf heels

Fig. 2751 — I\L C. B. Recommended Practice for ^linimum Tliickness of Steel Tires, Wheel Tread and
Flange for Steel Wheels, Rotundity and Plane Gages and Tire Fastening for Steel Tired Wheels.
(M. C. B. Sheet C.)

Figs. 2752-2753

M. C. B. RECOMMENDED PRACTICE.

937

Fig. 2752 M. C. B. Recommended Practice for Gage for Measuring Steel Wlieels to Restore Contour.

(il. C. B. Slieet CI.)

BRANDING OF SOLID STEEL WHEELS

Fig.

DETAILS OF LETTERS AND FIGURES
BRANDING SOLID STEEL. WHEELS.

27S3_M C B. Recommended Practice for Branding Solid Steel Wheels and Details of Letters and

Figures. (1\'I. C. B. Sheet C2.)

DEPTH Of\eTTEB

FOR

938

M. C. B. RECOMMENDED PRACTICE.

Figs. 2754-2755

C3-

Temporary 5take pockefs to t>e p/ace^ on oufsicfe
when wiath over pockef^ will not exceec/ clearance
limifs, otherivise fa be placec^ on /r?3/We, of car

Size of Temporary Stake Pockefs.
■4"x4'' Sfake Pockef-5 for Gondola Car with 30" hi^fi and atove
-^'xS" " -■■' " Flat and Goncfofa Cars less ttian 30" hi^fi.

^- 5'0''-'^-5'-O''-'^-5''O''-^-5'' 0-~^~ S'-O-'^-S'-o''--^

SUSl

Lonqitudinal Spacing for Temporary Side Sfake Pockets.
Gondola Cars

Permanent Safety Chafns hr Woff^en Unt^erframe-rre/^hf Cars

'<-~4'L--^

■^mm^m

JttiE^SE

' — I ^ \jf Section on A-B y - ^'L-^-^ £L—-a

Chain -B Weight 168 it's

— — — ' y r, — ^l^y

Temporary CtJuins for Cars Carrying Oout^ie L oai^s

Fig. 2754— M. C. B. Recommended Practice for Safety Chains and Stake Pockets. (M. C. B. Sheet E.)

Er7i^ Door
C.I.-2Reii.

'eaJBalf

m, "^ws

"7~ _

Bo/f for Upfer End Door
Wrot frof?.

ilK'T

ffafcf? far Upper End Door
Wrot Iron.

2afef/ Hoo/( and Cfia/n
End Door and E/xfures for Box Cars

Fig. 2755 — M. C. B. Recommended Practice for Box Car End Door and Fixtures. (M. C. B. Sheet F.)

Figs. 2756-2757

M. C. B. RECOMMENDED PRACTICE.

939

Corners Mirrked />-B'C ^ Rad
D / ■■ ■

T!

VtJ

founcfea'Ccrners cf Doors tx. of Stock Cars

<:

Fig. 2756— M. C. B. R

ecomniended Practice for Rounded Corners of Doors, etc., of Stock Cars
(^r. C. B, Sheet F. )

Lirrjih'n^ Con four <

-mWffr

Limffin^ Cor?four Ga^e ~ ffead

Mifsfer for drake Beam Cff0e

Fig. 2757 — M. C. B. Recommended Practice for Braise Beam Gages and Details, (il. C. B, Sheet F.)

940

M. C. B. RECOMMENDED PRACTICE.

Figs. 2758-2759

'''^TFTTT^RTMn nnr\nr\ capy ooooo:
_„ y-— ^J^ „ ■'^'^^^^^-^ vJWW^Uxiaa. WT ooooo ... so a lenoti

HOP FT ' t. I A SATEJi ipPuAi

H

Pt

, LETTERINGIT— <»
f^TT^OOOOOI

l~CAPV. nonon lb3.

X125. WT. OOOOO *.* 5.o.a:±-^4"

Z /O2 Maximum
' Z -^^ Norma I as shortn
/ /O3 Minimum

J

Cen'f'er of Coup/er

LENGTH 00 FT. I

SAFETr APPLIiMCE ^ ^

ILETTERING

TZIOOOOO xis;

CAPY. OOOOO lb:
WT, 000OO«**5.0&'

"a" I

L_)_ lettering:
fT^ooooo=r. J,

^''^JT'WT- OOOOCT IT

Marking tobe P/ocedafAnu laaif/on
in Ufioer Half of Cor

Number of Sfors Ind/cafes the f^ei/yeighmg Period.
X./S3- Indicates Station Symbol.

Lettering to beon InsideorOutsaJe of Both Side Doors ^

"~\ Center of Coupler^ ^ \ [f \

Lettering tope on Insic/e or Outside of Both Doors

Mor/(:

'}" i"

'<\y}ff tobe Placed at
Ang Location in Upper
'Hdlf of Car

. DOOOO j^_^. — . ^, j^ ^^

— CAPY. OOOOO LBS.rpt \ „ \ -S^ K J^

:3 WTOOOOO **. 5 O. ^'\k.___4 f^-^

■■-^jXJZS WTOOOOO**- 5O.0.V 4^

Lettering {initla/s or flam^ Oi/er Truck, Preferably an Left Side of Center
of Center Line of S/de cf Car, (Yhers doors S/tdefoLeft. Lettering t^og he
Placed on l?ight of Center Line of Side of Car

Number Under Lettering. Capac/tg Under ttumher L/gtif Weight i/nder
Capacity Doors 7a Sear Lettering On Outside or tns/de.

Ends To S/Joiy lettering. Number Under Lettering and Hgtit tVe/ght
Under Number, In Upper Half of End of Coc

Fig. 2758— il. C. B. Recommended Practice for ^larking of Freight Cars. (^I. C. B. Sheet G.)

Spring £
W,000 Lbs. Cars (Pedestal Trucks).

Spring F
80,000 Lbs. Cars C Pedestal Trucks).

two Bars : hi Bar Ig Diam. 61$ Long, Topered h T6q
2nd. Bar J Diam. Ijl'^ long. Tapered to &6g
Normal Wl. Isl. Bar IS Lbs. 8oz. Minmum tVt ZTIbs.lOo^.
Normal IVt 2nd.Barl0lis. 8oz. Minimum fTI. 10 Lbs. !oz.
Outside Diameter /si. Coil t"; Snd. Co/I 4§
Heighls. 1st Coil Ig'Free; S^'Solid; egSZIOlbs. Copy. IS.SSOlbs.
2nd.Coil efe'tme; S^'Solid: i^' 3.080 Its Capi/. TOOOibs.
Cluster at Springs
Heighls: IgFree .sl'Solld; efll,3fOLbs. Capg. 2i,S30Lbs

Sprinff Q

100.000 Lbs. Cars ( Pedestal Trucks).

two Bars: hi Bar l^ Diam. 7&£ long. Tapered lo 6C^
Znd.Bar^j^ Diam. 74 Long, Tapered lo 80

Normal « Isl Bar 38 lbs. ioz.Minimum 111 3tlbs.4oz

Normal Wllncl.Barl4Lbs.iozMinimumlVtl3LbslSoz.

Oulside Diameler I si Coil 8. tnd. Coil 4g

Heighls. Isl Coil J^^'Free.SjSoU-, efs.lOOLbs Capgl9.4(!0lbs.
2nd. Coil tl'Free-.Jg'Solid; Sg' 3, 780 Lbs Capg TJOOits

Cluster ot Springs

Heighls; 7^"Free;S§'Mid; 6g" I2,3S0 Lbs. Capg 26.500Lbs.

Tno Bars: Isl Bar 1^ Diam. 74l Long, Tapered lo 842,,

2nd. Bar I' Diam. ^SzLong, Tapered lo II if.
Normal IVt lslBar4VLbs.Soz.HinimumlVt39Lbsli oz.
2nd.aarl4Lbs Soz. Minimum Wt 14 Lbs I oz.
Oulside Diameler Isf. Coil S," 2nd. Coil 4$'
Heighls. IstCoil TgFree-.Sl'bolid, efll,340lbs,Ccipg.20,300Us.
2nd. Coll 7lFree; S'^iolid: l§'S,030Lbs. Capg. I0,060lbi,
Clusler at Springs
Heighls: 7 j Free: S^ii Solid, cf li,970Lbs. Capg 30.360 Lbs.

Fig. 2759 — ^f. C. B. Recommended Practice for Springs and Spring Caps for Freight Car Trucks. (M.

C. B. Sheet H.) See also Fig. 2760.

Fig. 2760

M. C. B. RECOMMENDED PRACTICE.

941

60,000 Lb5. Cars. (/Irch Bar Trucks)
Section A-B. Sechon C-D.

Spring B

70.000 Lbs Cars. ( .'Jrch Bar Trucks)
Secfion A-B. BecHon C-D.

EigM Bars . Four Bars I D'lam &S4 Long, Tapered fo 72 4
Four Bars J Diam 62^ Lorig, Tapered fo ^6^
Normal iVi of each Isf FourBars l4Lbs.L?oz Minimum SVf L4LbsSQz
Normal Wf. of each ?r7d. FourBars Slbs Ooz.Ninimum lYf SLbs.3oz.
Oufside Diam hf FourCoiis Sg, 2nd Four Coils 3^
Heights. IstFoorCoils Ff'Free,4^'iolid,sf'3.370Lbs.Capi/ 7,440Lbs
2nd. Four Coils (i^'Free.4%'iolid,S§' l,S30Lbs Capi/ 3,060 Lbs.
Cluster of 3prir?g3
. Heights Exclvsife of Caps igFree, 4X'5olid, F§"22,0OOLbs. Capi/. 42,0Ci0Lbs

Sprina C

80,000 Lbs. Cars. (Arch Bar Trucks)
Section A-B. Secf'ion 3-C.

4 Bars 1% Diam. 73^ long. Taps red to 80 g

Normal nt of each Bar 23 Lbs Mmlmum ll'f. 22Lbs.5az.

Outside Diam Ji;^

Heights, 84 Free, 6% Solid. 7^' 7,400 Lbs Copy. l2,S00lbs.

CI us fer of bp rings

Heights Bl^'Free, 6%'5olid, iii' 29,000 Lbs Copy. SO.OOO Lbs.

Spnincf D
100,000 Lbs Cars. (Arch Bar Trucks)
Section A-B. Secfian B-C.

6 Bars: ^ ^„

4 Bars. ifii'Diam. 73^ 'tang, Tapered fo 80g^^^

2Bars,'^'0lam. T4'i Long. Tapered fo 77^

Normal W. of each Isi four bars 23 Lbs Minimum PVf 22 Lbs Soz

Normal Wtof each 2nd.tivo bars dLbs.Toz ~ « e_Lbs4oz

Outside Diam, of Isf four Coils Sfe. 2nd tiro Colls 2e

Heights ht fourCoils S^^'Free^ 6f,;'Solid: ii, 7,400 Lbs Capg.l2,LT0OLbs

Heights 2ndf„o Colls Sii'Free, 6%' Solid, 7 H 2,100 Lbs Copi^.a.fOOLbs

Clusfer of Springs

Heighfs m/hccf Cap3:8^'Free.ef&^oM. ik" 33.800 Ibs.Capi/SZOOO Lbs.

^ighf Bars : 4 Bars if^ Diam. 73\ 'long. Tapered fo 80§
4 Bars q Diam. 74'i^ Long. Tapered fo 77%
Norma! Wi of each I ,^f. FourBars 23 Lbs. ffmimum W. 22Lbs.Soz.
Norma f Iff of each 2nd FourBars 6 lbs. 7oz. ^ Iff Bibs.doz
Oufside Diam. of Isf. Four Coils Sp^ , 2nd. Four Zg
Heighfs. bf Four Coils 3^ Free, ^'f^bolid. 7^" 7,400Lb5.Capg./2.F00lbj.
ffe/ghfs.2nd.FourCoils3^'Free.C;%'bol/d. 7^° 2,100 Lbs.Capg 3,F00Lbs.
Clusfer of Springs
Heighfs If/fhouf Cops. S^Free. ef^'SoFd. 7^'38,000Lb5 Copy. HOOOLbs

17;^ 97fin i\T r "R T?A

(^1-Mm m r-nrl pri

I'l-actice for Springs and Spring Caps
. U. Sheet H.) See also Fig. 2759.

for Freight Car Trucks. (j\I.

942

M. C. B. RECOMMENDED PRACTICE.

Fig. 2761

Tab/el
For Curs Wei^hinii 80. OOP h I 00.000 Lt-s

B 1.500 h 65600 639 to 8 15

ai.850 to 86.10069.0 to 81. 5 4

14 Brake C/linafer
Cvtfrder Le^er 8ll~A

IprCytPresof
WhsperS/ln

13250 to8l,4508S.9 to87.5 ?

86.250 to 83.700.900 fo31i

88 750 to 91300 900 to 8 7.5

91,350 to 94,000.900 to 815

34, 050 to 96. 700 90.0 to 8 75

96.750 to 99,650

99,700 fo/02,60O9a0foS7.SI0 IZlj t3%

IM

20%Wi

Ts^

^/" w

'Mm

WM

I lis 14:

21' 14-

3rake Be^ms shout!;^ be ^/jltai'le
for Ivtax/murr? Loa:^ at m/i^d/e of
.Beam of Id.OOO Lfs.

Tablell

Sc/iei/c'/e A

For Cars Weigh/nijIOQOOO folj/:000 Lbs.

ForCarWe/^f?/n^brCilP.'aafm A

103350 to 106,300,90.0 fo87.5

106.350 to loasooso.otoaTs

103,550 to lt},500\300 to 815

16 Brake Cylir^der
Cylinder le^er BL 1-A

100,500 to 103.30090.01087.5

112,550 to 11S.750 900 to 87,5

115,800 to 119, too

900 to 875

119,150 fot22,700

121,750 tol26,200\900to675\8

126.250 to 129,850 900 to 87.5 9

901 to87SJ

129,900 to 133,300,902 to 874 lOjIWiSU

133,950 to 137,900:300 to87f^ll\22kW2

20li

20H

20iJ,

21' \I5

M.

WM

2n4i4!4
7?

5?

2m_m

w

Brake Beanis shoul,/ be suitable
for Ataxfmurr? Load af mldJfe of
Beam of 26,000 Lbs.

/B-CJ-A

-N'2A

■f/'/C-^

Tfie use of ffie f/oaf/r7^ fever fu/crum cannecfior? ijtic^ chain may pe
di.5C0r7fir?uei:/ and cy/ir7der ant^ f loafing let-er connection (B-C2-A)l7r7d
infermediafe and frucl<:-lever connection {B-C7~A) made in one piece,
tkieret'j' eliminating five parts : B-C5-a:b-C4-A, B-^-Aj B-CJ-A,andS-L3-A

■ -. 3 '-0'- "^ ^/;

^-Li'A Cylitider Lever

'^ -r4^

^-Ci-A Cy finder Lever Oonn if

^ ^If B-L2-A rtoaffn^ Lever l^*\ t^

//-Hi- — -a'-4" — *< 1^//'

B-Cr'-A Cyiinder and ^,-

l}-\\' f /^foaffn^ Lever Cann. "^.J'/?

,/• ; I Lenaffi to suit Ca/ r : -r"-Or>y

ll^^ B~L4-A hand Brake^ Lever /^_'^ ";; \^j^.

''''^1^_t B-C7-A Infermediafe
i Truck Lever Conn.

B-C4-A rioatlnif Lever rulcrum Chain

PinN^2 Pintl^ZA PinN^BB

^fii-

m^

h£i^.

■^•O^ -!>. I 7,'

XT
.1.1

\*lri"-^ Pin N^l Vk\

PinNS 4 PinN-'IB

I

PintVOIC

W 2'-10i *|M5. -

rulcrutr?: Intermediate Lever

PCcl-A Truck Lever Conn. '"-^

Fig. 2751 — M. C. B. Recommended Practice for High Speed Foundation Brake Gear for Passenger Service;
Schedule for Six-Wheel Trucks. (M. C. B. Sheet J.)

Fig. 2762

M. C. B. RECOMMENDED PRACTICE.

943

1-CS-B. B-C4-B

Table I.

3<:h€dule B-l.

For Cars lYeighincr SO.OOO h 70,000 Lbs

fioJB ^ Chain B-C7-B

Inside Hung Bnakes.

Z'9~ ->J

3. Ci/linder- Letren

K- —

30

--H

-^ nT-

-^'^! c-/,"

IB^

12" Brake Ci/fmdsr
Cylinder Leyer B-LhB.

For Cars
iVei^hing

XBrk^.Porvtr
l^rO/I.Pr^ii of
tOibi F^rSi) In.

Lt'tr
No

A

B

49,00OkS0,500

900h87,3

1

13

20'

so.eoo.SBjoo

90.0 .87.4

z

19k-

,9r

FZ,2OO.S3,7O0

90.0 .87.S

3

I8f

IS?

53fi00,S5300

90.1 .87.6

4

I3i

19^

SS,400 . S7.Z00

90.2 .87.4

S

i4'

19"

S7.300.S9,000

90.0 .87.4

6

i4j;

I3i'

S9.l00,i0,B00

89.8 .87.3

7

I4P

i4'

i0.900,e£.700

90.0 .87.3

a

14^

4'

52800.64,600

900.87.^,9

IS'

18"

64700.66^00

90.0.874' 10

isH

"i\

6 (,,800. 63,7 00

90.0 .87. 5\ II

i4'

n^'

68,800.70,800

90.0 .8 7i\l2

'4'

/7i'

Brat<e Beams should be sellable
for maximum load al middle of
beam ol 22.000 poands.

Table 11.

Schedule B.

For Cars Weighing 70,0OO lo 90,000 lbs.

~J¥jT-i1

4'^ B'CZ-B. Ci//. and Flaafin^ leyer Conn.

14" Brake Cgllnder-
Cylinder Lerer B-LI-B.

For Cars
Weighing

% Brif'ff. Poner
i,rQ,IPre,,.„, '
SO Lbs PerS}.ln.

A

B

1

13'

20'

68.800h70SOO

90.0h87.4

2

I3i'

i9i

71,000 • 73,200

90.0 .87.4

3

i3i:

i9^-

73.300 . 7S500

90.0.8 7.5

4

I3'4-

I9i'

7S,600. 77,900

90.0.87.4

S

14

19"

78.000 .80,300

90.0.874

6

I4if

,8t

80.400.82.800

90.0 .874

7

I4f

18^'

82.900, 8S400

90.0.87.4

8

'•?!'

18k'

85.100,88.000

90.0.875

9

is"

18-

88J 00 . 90.800

90.0.87.4

10

/4'

/7i

Brake Beams should be suilable
hor marimum load al middle of
beam c^ 23.O00 oounds.

Eleration Half SicJe Framing for
Capacity Car.5.

Eleya-f-ion End Framing -for
60,000, 80, 000 and IOO,(XIO
Lb. Capacity Cars.

Elefa-fion Half Side Framing far SO.OOO,
and 100,000- Lb. Capaci^ Cars.
Framing of Box Cars.
Fig. 2762— M. C. B. Recommended Practice for High Speed Foundation Brake Gear for Passenger Service
Schedule for Four Wheel Trucks; and Framing for Box Cars
Fig. 2763.

(M. C. B. Sheet K.) See also

944

M. C. B. RECOMMENDED PRACTICE.

Figs. 2763-2764

ocheduh C.
For Cars Wtnhmg 33,000tv SO.OOO Lk-:.

7-LS-C. Truck Le/er

Up '"> ■ 1^

iC/-C. Boi-i-om Conneci-ion.

' f'Bg^ lis 1 iTe

l-CS'C. 8o-f-him Conneci-/on

'S-4" ^M^

Used on A// Conn-

eci-ions Excepi- fi/here P/„f^S/J^

Of'herm'se Uo-ted

Fig. 2763 — M. C. B. Recommended Practice for High Speed Foundation Brake Gear for Passenger

Service. (^I. C. B. Sheet L.) See also Fig. 2762.

pi~]l

POSITK3N OF AIR BRAKE HOSE LABEL
ON MOUNTED HOSE.

Center Line of Car

Note- The Dimensions Underscored Shouid
Moinfoined But Deporiure from Of her
Dimensions Are Alionable fo Suit Condi-fions.

dZ-

Air Brolte Hose Ig/i^i „
Air Signal Hose I xEZ
Diameter of Steam Hose To Be if and of Such Length
That Distance From Face of Coupling Gasket To Lnd
of Hippie nil Be 31 Inches.
Steam and Air Connections for Passenger Cars.

Steam dose Coupling
if Full Opening Casket

£' Train Line End yoHes
With Not Less Than Is Opening

Fig. 2764 — j\I. C. B. Recommended Practice for Steam and Air Connections, and Position of Air Brake

Hose Label. (M. C. B. Sheet Q.)

Figs. 2765-2766

M. C. B. RECOMMENDED PRACTICE.

945

t of Brake Cylinder _ j
and Triple Valve ""
Outside Line of Car Body —

kt ( +

Location of Air Brake Farfs on Box ancfoflier Clear Bottom Cars.

'aa\.-

3 tt

^

il:ii)_

3

iofAIr Brake Cylinder^ __AM
and Triple Valve ' ^1^^
Outside Line of Stakes >' N

Note: Dimension 'A' from center of air brake cylinder
and triple valve to outside line of stakes, siiould
t>e made fa suit construction of car loccttinijthe
air brake cylinder and triple valve as near to
the outside line of stakes as practicable for
safety and convenience in cleaning and repairs-

Location of Air Brake Parts on Hof per Bottom Gondola Cars.

-«-E

m

T'^^^n:

n^^

t ofAir Brake Cylinder _ J
and Triple Valve ^ i

Location of Air Brake Parts on Drop Bottom Gondola Cars.

Outside L irre of Stakes -

Fig. 2765 — M. C. B. Recommended Practice for Location of Air Bral<e Parts on Freight Cars

(M. C. B. Sheet Q.)

US€ Base C:7shr:q

BoIf3 N^ao —

I ^1 I I1K-| i'

-Lll u Lj_

Fig. 2766— M. C. B. Recommended Practice for Axle Test. (M. C. B. Sheet I.) See also Fig. 2767.

946

M. C. B. RECOMMENDED PRACTICE.

Figs. n^i-n%<i

A

Supports
Two Thus S. C -MlOSJt

Fig. 2767— Detail for M. C. B. Recommended Practice for Axle Test. (M. C. B. Sheet I.) See also

Fig. 2766.

PIPING FOR BOX AND OTHER CLEAR BOTTOM CARS.

Fig. 2768 — M. C. B. Recommended Practice for Piping of Box and Other Clear Bottom Cars.

(M. C. B. Sheet Q.)

-K ^-5

Casf Iron Wheel for 60, 000 Lbs- Cars. Maximum yVeigM 6SS lbs., Minimum IVeiffM 6 IS Lbs.

Fig. 2769 — M. C. B. Recommended Practice for Cast Iron Wheels for 30-Ton Capacity Cars.

(M. C. B. Sheet N.)

Figs. 2770-2771

M. C. B. RECOMMENDED PRACTICE.

947

- — ^

Ca5f Iron i^heel for 80,000 Lbs. Cars. Maximum Weigh f 67S Lbs., Mm:mum h^eighf 66S lbs.

Fig. 2770 — M. C. B. Recommended Practice for Cast Iron Wheels for 40-Ton Capacity Cars.

(M. C. B. Sheet O.)

-3'-—^

Castlron Wkee/for/OO.OOOLbs.Cors Maximum Weish+7S5Lbs., Minimum WeigM 7/SLbs.

Fig. 2771— M. C. B. Recommended Practice for Cast Iron Wheels for SO-Ton Capacity

(M, C. B. Sheet P.)

Cars.

948

M. C. B. RECOMMENDED PRACTICE.

Fig. 2773

Bas>e\Llne^

^lS-\

Fig. 2773 — ^I. C. B. Recommended Practice for Solid Steel Wheels for Freight and Passenger Service.

(M. C. B. Sheets R and S.) See also Fig. 2774.

Figs. 2774-2775

M. C. B. RECOMMENDED PRACTICE.

949

Gaijinj Point

GaainaFoint^
L__l__^//"_-

:^'A

Fig. 2774 — ]\I. C. B. Recommended Practice for Solid Steel Wheels for Freight and Passenger Service.

(iM. C. B. Sheet T.) See also Fig. Zm.

':'--lfs-'+''-li6 -'^

Fig. 2775 — M. C. B. Recommended Practice for Train Line Connectors
for Electric Lighting. (M. C. B. Sheet U.)

950

M. C. B. RECOMMENDED PRACTICE.

Fig. 2776

<-/y< —

-5-

J.

-+-/'-

s —

~r

7f^

^

4".

-^-

r

<--/^.

±

7^

j>_^

-^ f^ 6

TT-

-ri-

^z-K

-+-

H
-5^

_ Qei7ter_Llr7e^of_Cl7ar^/rrf_Se_cef^fac/e_
"mss 1^ J^q'/.

r-//|--H

M TT

I I

DnII-fhr, ^"^'"^^'X

Section B-B
Two Thus per C^r C. I.

k-^'';i '^\'i^ Secf/orr A-A

16 ^

"- Hii^Mi.

/"(vt; Thus -W.I.
Oneffi^hf -One Leff

^i^Pit:

B:3SSC.

fT/fScreK'*--
5ecfionA-A

Front Etevaf/on.
Two Thus per Car -Brass.
Thus 6 tee!

. , „ N^8-3SUach

Tt]ri}oJhos. J^VmSfs^ One Thus Phosfhor
■c^tSK*««*¥ Wr" Bronze Wire

"Dl.i!m^CS.f<!ra:3Z
Mach. 5 ere Hi

^1'^

=P

I I 11

I ^Rm r n I

I * I I I— J_

=P:

=1=

=F

NH

/^(/j« Black -5/erfe
One Thus per Fuse Box

=FF

L, I II I I

I I I I I u

— -^i-—

/i--l*f

^

Drill tTnf for
18-18 Mack
5crety

1

7iv^ Wi/.j ^er £'<7;»-

Fig. 2776 — M. C. B. Recommended Practice for Electric Lighting; Charging Receptacle and Details.
(.M. C. B. Sheets Ul and U2.) Fuse Box Slate and Fuse Clip, (M. C. B. Sheet US).

Figs, zm-mz

M. C. B. RECOMMENDED PRACTICE.

951

Bra33

One Thus -Brass

Fig. 2777 — J\I. C. B. Recommended Practice for Charging Receptacle Details for Electric Lighting.

(M. C. B. Sheet U3.) See also Fig. 2776.

\^ii8CeliBattery_Boj<\ ]l

Jilfl Birffer/es'j'n 5erli^/

\8CellBatferrBajr \

^rrrH

'jii^^CeimjiiterxBaJ^

Chari^/n^

l|ljl 'Fuse
II

Fuse' [j
1

, W.Bafferies ir? Para//e/ If
\ I" I II

\ ]| fuse Fuse\}

8 Ce// Baf/er/ Bmf^

Fig. 2778 — M. C. B. Recommended Practice for Application of Fuse Block for Electric Lighting

(M. C. B, Sheet U4.)

952

M. C. B. RECOMMENDED PRACTICE.

Figs. 2779-2780

fSoff ffut>t>er Bushings. Bridges, j
\\ar7i/ P/ates not zhoivn

'-JumA^tl 27-

Size /£i7c/ fa/7k iv/m or?^ ca^f of chrfso/if-e_, then m'/fy pefrafyfe.

the/7 inserf in wooi^e/7 fank whic/? iraj hee/7 f/f/et^ h .? cfepf/i of 2'

w/ff?amkfure ofparaff/neipefro/yfe i?at^/n& a me/f/f7i^ pahf- of /S0° F.

A/ofe -Mefhoi^ i^f remote ing Lead Unir?^3.
i^i/i /inlna wiffr i?of wafer unfif paraff/ne
meffs, then wifMraiv iiriir;^.

NoPrA

Name

Maferlaf

T

Tank ^/^es

Wood

■ Fndt

"

. Farm/on

? 4/*T 1 f^d 1 inma

Lead

T

r.nvpr Framf^

4

Hiit^l^er ^ide L inina

HardFiuli

fl

Fnd ■■

1

Covers

111

V^nH

II

tJp/7/ifjV^ Jt^rm' Buzh.

Self "

1?

Pnsitii'e: "

I>

1

Connector 5!eeye

14

4

Botfom In.-iit.i^for'.

Porcelain

Rol/er.-:

If'

Buffers

17

4

Roller Brackets

IJ. 1

Ifi

4

,. .. Spind/e

Sfeel

1

Che.,t Handle

l-iTrmreadSfoiye floft

WJ.

?l

&i" Niifs

%

fi

yj' Washerr,

%" Coffer Pin

'M

Wesl'fjoi/je Con'forifale

Brass

SMe-IISi7 "Female

1^

»IO-rfa.ffeadl¥oodic.

'lO-tPfFlaf" " »

■ i

•l4-l'

^/lo" Wood Dowels

Wood

»6Flex.lf.C Wire I- f4

49Strands

<l

1

-S— • ■■ L-14

Solid

1

•SFlex- " L-ll

iSSfrands

rf

Pefroh'fe

Parnfffne

Hainf

w

5ofder Hard

:<y

" Special foiv Melf/na 1

w

bealina Compoi/nd

,w

R

•6ih'ri:ifead Wood Sc.

Brajs

*)

Connecfor Terminal

41

4

Bo f fan? Ins. 5aprorf

Woocf

4^

R

Lead lul^lnd \ Lead

Fig. 2779 — 1\I. C. B. Recommerfded Practice for Double Compartment Tanks for Lead Storage Batteries

for Electric Lighting. (H. C. B. Sheet U6.)

Positive Pfdfes

JlZW

-S" H «

Separator - Hardf^u^ter

foi/r Thu5 Four Thus
Har^ f^ut^fper

Fig. 2780 ^I. C. B. Recommended Practice for Double Compartment Tank Details for Electric Lighting.

(M. C. B. Sheet U7.)

Figs. 2781-2782

M. C. B. RECOMMENDED PRACTICE.

953

/^t//" /7?^j" -Ma//eai?/e /ran

Two Thus '-Hard Rubber 7^^ '"'^^•^ " ■5^'"'' '^'i"!''!'^^

Ne^af-fye Termini?/ Btfskir?^
F/neFara i?ubber9S^ Sulphur ^^o

Fig. 2781 — M. C. B. Recommended Practice for Double Compartment Tank Details for Electric Lighting.

(M. C. B. Sheet U8.)

G-is'i

G-30

STANDARD LAMPS.

FOR \ STO'^e

%^\

f

lis

Fig. 2782— M. C. B,

DOOR VENT FOR BATTERY BOX,

Recommended Practice for Battery Box Door Vent and Standard Lamps for ElectriQ
Lighting. (M. C. B. Sheet U9.)

ALPHABETICAL INDEX TO ADVERTISERS

Acmt- Supply Co 49

Adams & Westlake Co 43

American Ai)rasi\-e Metals C.j 60

American Brake Co 65

American Brake Shoe & k'oundry Co 54

American Car 6t Foundry Co 9

American Car Co 7

American Mason Safety Tread Co 4X

American Steel Foundries 34

Ashton Valve Co 6!)

Automatic Ventilator Co 42

B

Barney & Smith Car Co

Baume & Marpent, Ltd

Bettendorf Axle Co

Boss Nut Co

Brill Co., J. G

Buda Co

Buffalo Brake Beam Co

Butler Drawbar Attacliiuent Co.

.14

Camel Co 46-

Central Locomotive & Car AVorks

Chapman Jack Co

Chicago Car Door Co

Chicago Car Heating Co ■.

Chicago Raihva}' Equipment Co

Clark Car Co

Cleveland Car Specialty Co

Cleveland City Forge & Iron Co

Coes Wrench Co

Columbia Nut & Bolt Co

Commercial Acetylene Ry. Light & Signal Co

Commonwealth Steel Co

Consolidated Car-Heating Co

Curtain Supply Co

45
17
25
52
7

6S
36
28

-5S
12
29
12
40
37

90

70
44
42
6"
40

D

Dahlstrom ^letallic Door Co.
Davis Solid Truss Brake Bean
Dayton ilanufacturing Co.. . .

Dudgeon, Richard

Duner Company

Co.

E

Edison Storage Battery Co

Edwards Co., O. il

Electric Storage Battery Co

Enterprise Railway Ecpiipment Co.

Fairbanks. Morse & Co

Forsyth Bros. Co

Franklin Railway Supply >

G

General Electric Co

General Railway Supply Co

Globe Ventilator Co

Goodwin Car Co

Gould Coupler Co

Gould Storage Battery Co

Grip Nut Co

H

FTale & Kilburn Co

Harlan & Hollingswortli Cor]ioration .

Hilles & Tones Co

Howard & Co., James L

.30-

.22-

64
4,^
44
58

00

50
56
16

66
47
62

31
51
60
20
23
22

^•2

54
16
66
32

Hunt & Co., Robert W'. , .
Flutchins Car Roohng Co.

J

Joliet Railway Supply Co...
Jones Positive Xut Lock Co.
Joyce-Cridland Co

K

La}' (i Ess Co

Kerite Insulated Wi.e & Cable Co.
Krupp { Prosstr & Son, Thomas)...
Kuhlman Car Co., G. C

L

Lacouia Car Co.
Lehon Co

36
60

50
50
68

58

3

61

12
63

M

McConwaj- S: Torley Co.. .

McCord & Co

Miner, W. 11

^It. Vernon Car Mfg. Co.

.26-

N

National Car Coupler Co

National Dump Car Co

National Malleable Castings Co

Nickel-Chrome Chilled Car Wheel Co.

Pantasote Co

Parker Car Heating Co

Pratt & Letchworth Co

Pressed Prism Plate Glass Co.

Pressed Steel Car Co

Prosser & Son, Thomas

R

Railway ALiterials Co

Railway Steel-Spring Co

Railway Ctility Co

Ralston Steel Car Cc'

Rodger liallast Car Co

Russell Wdieel & Foundr\ Co-

.48-

-27

64

1

24

32
20
66

56

56
40
64
42
11
61

58
57
62
16
20
24

Safety Car Heating & Lighting Co 38-,

Scarritt-Comstock I'urniturc Co

Simple.K Railway Appliance Co

Standard Car Truck Co

Standard Coupler Co

Standard Steel Car Co

Standard Steel Works Co

Stephenson Co., John '

Symington Co., T. H 18

u

Union Draft Gear Co

Union F'ibre Co

I'. S. Light & Pleating Co

U. S. Metal & Mfg. Co

Uni\'ersal Draft Gear .Vttachment Co.

w

AVason Manufacturing Co

Western Railway Equipment Co..
AVestern Steel Car & Foundry Co.

Westinghouse Air Brake Co

AVhipplc Car Co

Wor.d, Guilford S

Woods & Co., E<lwin S

39
56
35
52
32
13
59
7
19

21
46
4!
44
36

/
46
10
67
24
55
50

Classified Directory of Advertisers, Page 2.

Trade Name Index, Page 8.

MINER Friction GearTypeA24

Absolute
Protection
To
Equipment

Insures

Economy

In Cost

And IVIaintenance

MINER RollerSide
Bearing

Simple

Durable

Efficient

CLASSIFIED DIRECTORY OF ADVERTISERS

AIE BRAKES.

Westinehouse Air Brake Co.

AIR SIGNAL APPAEATUS.

Westlnghouse Air Brake Co.

AXLES.

Baume & MarpeDt, Ltd.
Cleveland City Forge & Iron Co.
Krupp (Prosser & Son).
Prosser & Son, Thos.
Standard Steel Works Co.
V. S. Metal & Mfg. Co.

BAGGAGE RACKS.
Adams & Westlake Co.
Dayton M(g. Co.
Howard & Co., James L.

BAKING ENAMELS, STTIirACES, ETC.

Kay & Ess Co.

BATTERIES, STORAGE.
Edison Storage Battery Co.
Electric Storage Battery C<y.
Gould Storage Battery Co.
U. S. Light & Heating Co.

BEARINGS, JOTTRNAX.

Western Railway Equipment Co.

BEARINGS (SIDE AND CENTER).
American Steel Foundries.
Chicago Railway Equipment Co.
Jollet Railway Supply Co.
Miner, W. H.

Simplex Railway Appliances Co.
Standard Car Truck Co.
Symington Co., T. H.
Woods & Co., Edwin S.

BELL CORD COUPLINGS.

Dayton Mfg. Co.

BELL & SIGNAL CORD.
Dayton Mfg. Co.

BENDING MACHINERY.

Hilles & Jones Co.

BOLSTERS.

American Steel Foundries.

Bettendort Axle Co.

Chicago Railway Equipment Co.

Commonwealth Steel Co.

Gould Coupler Co.

Pressed Steel Car Co.

Simplex Railway Appliances Co.

U. S. Metal & Mfg. Co.

BOLT FASTENERS.
Jones Positive Nut Lock Co.

BRACKETS, TRAIN PIPE.

Wood, Guilford S.

BRAKE BEAMS.

American Steel Foundries.
Buffalo Brake Beam Co.
Chicago Railway Equipment Co.
Davis Solid Truss Brake Beam Co.
Jollet Railway Supply Co.
Pressed Steel Car Co.
Simplex Railway Appliances Co.

BRAKE HANDLES, WHEELS AND STAFFS.
Dayton .\Ifg. Co.
National Malleable Castings Co.
p. S. Metal & Mfg. Co.

BRAKE JAWS.

Cleveland City Forge cS; Iron Co.
National Malleable Castings Co.
Western Railway Equipment Co.

BRAKE LEVERS.

Cleveland City Forge & Iron Co.
National Malleable Castings Co.

BRAKE SHOE KEYS.
Barney & Smith Car Co.
Cleveland City Forge & Iron Co.

BRAKE SHOES.

American Abrasive Metals Co.
American Brake Shoe & Foundry Co.
Barney & Smith Car Co.
Davis Solid Truss Brake Beam Co.
Railway Materials Co.

BRAKE SLACK ADJUSTERS.

American Brake Co.

Chicago Railway Equipment Co.

Standard Coupler Co.

Western Railway Equipment Co.

BUFFING DEVICE.

Forsyth Brothers Co.
Gould Coupler Co.
National Car Coupler Co.
Standard Coupler Co.

BUMPING POSTS.
Buda Co.

CABLES, ELECTRIC.

Kerite Insulated Wire & Cable Co.

CAR CLEANERS, VACUUM.
Railway Utility Co.

CARD HOLDERS.

Western Railway Equipment Co.

CAR DOORS, FREIGHT.

Camel Co.

Chicago Car Door Co.

Hutchins Car Roofing Co.

U. S. Metal & Mfg. Co.

Western Railway Equipment Co.

CAR DOORS, PASSENGER.

Acme Supply Co.
Dablstrom Metallic Door Co.
Forsyth Brothers Co.
Hale & Kilburn Co.

CAR HEATING.

Chicago Car Heating Co.
Consolidated Car Heating Co.
Parker Car Heating Co., Ltd.
Safety Car Heating & Lighting Co.

CAR INSULATION AND LINING.

General Railway Supply Co.

Lehou Co.

Miner Co., W. H.

Union Fibre Co.

CAR LIGHTING.

Adams & Westlake Co.

Commercial Acetylene Railway Light & Sig-

nal Co,

Dayton Mfg. Co.

Gould Coupler Co.

Gould Storage Battery Co.

Safety Car Heating & Lighting Co.

U. S. Light & Heating Co.

CARLINES.
Camel Co.

Cleveland Car Specialty Co.
Cleveland City Forge & Iron Co.
Forsyth Brothers Co.
Hutchins Car Roofing Co.
Western Railway Equipment Co.

CAR REPLACERS.
Buda Co.

CAR SEATS.

Dayton Mfg. Co.
Hale & Kilburn Co.
Scarritt-Comstock Furniture Co.

CAR SHEATHING, STEEL.
General Railway Supply Co.

CAR TRIMMINGS.

Acme Supply Co.

Adams .Jc Westlake Co.

Brill Co., J. G.

Dahlstrom Metallic Door Co.

Dayton Mfg. Co.

Howard &. Co., James L.

CARS, FREIGHT.
American Car & Foundry Co.
Barney & Smith Car Co.
Baume & Marpent, Ltd.
Bettendorf Axle Co.
Brill Co., J. G.

Central Locomotive & Car Works.
Clark Car Co.

Enterprise Railway Equipment Co.
Goodwn Car Co.
Laconia Car Co.
Mt. Vernon Car Mfg. Co.
National Dump Car Co.
Pressed Steel Car Co.
Ralston Steel Car Co.
Rodger Ballast Car Co.
Russel Wheel & Foundry Co.
Standard Steel Car Co.
Western Steel Car & Foundry Co.
Whipple Car Co.

CARS, HAND, PUSH AND MOTOR.
Buda Co.
Fairbanks, Morse & Co.

CARS, MISCELLANEOUS.

-Vmerieaii Car ^: i^onndry Co.

Barney & Smith Car Co.

Baume & Marpent, Ltd;

Bettendorf Axle Co.

Brill Co., J. G.

Buda Co.

Central Loeomolive i-t Car Works.

Clark Car Co.

Enterprise Railway Etpiipment Co.

Goodwin Car Co.

Mt. Yeruon Car Mfg. Co.

National Dump Car Co.

Pressed Steel Car Co.

Ralston Steel Car Co.

Rodger Ballast Car Co.

Russel Wheel & Foundry Co.

Standard Steel Car Co.

Western Steel Car & Foundry Co.

CARS, PASSENGER.

American Car & Foundry Co.

Barney & Smith Car Co.

Brill Co.. J. G.

Central Locomotive & Car Works.

ITarlau & Hollingsworth Corp,

Laconia Car Co.

Pressed Steel Car Co.

Standard Steel Car Co,

KERITEW^i

General Qffices,30 Qiurch Street, NewYork'

Copyi-ff^-i/gfl 6y/<er/-&e /nsi//cf±^d Wtr'c'k Ci7h/<* Co^pc/n y

WHEN you put
your money into
KERITE you
make an investment in
service. You do more
than buy conductors,
insulation and protec-
tion. You obtain the
best possible combi-
nation of the most
desirable qualities in
permanent form.
KERITE remains long
after the price is for-
gotten.

^'^

COMBVNY

LE

'estern Office,Psoples GasBuildiii^,Chica^o

hir,£/^e 6Q-/OQ

CLASSIFIED DIRECTORY OF ADVERTi:

^UllllllL**^Vi

CARS, PASSENGER MOTOR.
Gtiieral E!,.clri.' Ci.

CARS, REPAIRED AND REBUILT.

Central Locomotive I't Car Works.
Western StoL-l Car iV Foinolr.T Co.
Whipple Car Co.

CASTINGS, BRONZE AND BRASS.
Lariiey l^- Suiitlj Car Co.
Dayton 5irg. C".
Howard & Co.. .lames I..

CASTINGS — (SEE FORCINGS AND
CASTINGS.

CENTER PLATES.

.loliet Ralhvay Supply Co.
Slandaril Car Truek Co.
W Is & (•„.. Kihvin S.

CLAMPS, FLANGING.
Iliiles ,*t .]ones Co.

COCK, BRAKE AND SIGNAL.
Ashton Valve Co.
Westingnoiise Air Brake Co.

COPERS.

Ililles & JoTies Co.

COUPLERS, CAR.

AmerieaD Steel FoiinOries.
Gould Coupler Cm.
McConway & Torl.y Vv.
National CsSr Cnui>lei- Cm.
National :\[allrat;lo Castinixs Co.
Simplex It;iilwa\- Ai>olianr,.s Co.

COUPLINGS, HOSE AND STEAM.
Chicago Car ITeatiu^ Co.
I'arker Car Heatiug Co.. Ltd.
Railway Utilily Co.
Safety Car Healini; & I.ightius Co.
Westiiigbonse Air I'.rake Co.

CRANES.

I'airiiaiiks, :\lorse ^t Cm.

CURTAIN FIXTURES.
Acme Supply Co,
Curtain Supply Co.
Edwards Co., O. M.
General Railw.iy Supply Co.

CURTAIN MATERIAL.
Barney & Smith Car Co.
Curtain Supply Co.
I'antasote Co,

CURTAINS, CAR.

r.arney & Smllh Car Co.
Curtain Supply Co.

DIAPHRAGMS, VESTIBULE,

Acme Supply Co.
Curtain Supply Co.

DIRT COLLECTORS, CENTRIFUGAL (AIR
BRAKE SYSTEMS),
Westiughouse Air Drake Co.

DOOR DUMP MECHANISM.

Enterprise Raihvay Egnipimait Co.

DOOR FIXTURES (Freight Cars),

Camel Co.

Edwards Co,, 0. II,
Miner, W, H.

National Malleable Castings Co.
. Railway Utility Co.

Western Railway Equipment Co.

DOOR LOCKS.
Dayton Mfg. Co.
Howard & Co., James L.
National Jlallealile Castings Co.

DOOR SPARK AND WEATHER STRIPS
(Freight CaiV

DOOR STOPS AND HOLDERS,
Dayton Mfg. Cm.
Howard & Co.. .Tamos I..

DOORS, FIREPROOF,

Kahlslrom Jlolalli.' l)MMr Cm.

DRAFT RIGGING.

Butler Draniiar Aliadoocol Co.

Commonwealth Slt'd i.'m.

I'orsyth Brothios C".

Gould Coupler Cm.

McCord & Co.

.Miner, W, H.

Xaiiiaial Car Ctnipler Co,

Standard Coupler Co.

Symiugtou Co., T, 11.

Union Draft Gear Co.

Universal Draft Gear AttaeliniMuT Co.

Westiughouse Air Brake Co.

Western Itaihvay Eipliiomut Co.

DRAWBAR ATTACHMENTS.
Butler Drawbar AltaclniO'nt C".
Universal Draft Gear .Vltacliment Co.

DRAWBAR CENTERING DEVICE.
Korsyth Brothers Cm.
Miner. W. H.

DUST GUARDS.

Symiugtou Co., T, I-l.

Western Railway Eifniitment Co.

DYNAMOS.

General Electric Co.

ELECTRIC APPARATUS AND SUPPLIES.
General Electric Co.

EMERGENCY KNUCKLES,

National Car Coupler Co.

FLOORING, CAR.
Acme Supply Co.
American Mason Safety Tread Co.
General Railway Suppl,\- Co.
Wood. Guilford S.

FORGINGS AND CASTINGS.
American Car & Foundry Co.
American Steel Eouuilrios.
Barney & Smith Car Co.
Eaume & Marpent. Ltd.
Central Locomotive & Car Works.
Cleveland City Forge & Iron Co.
Commonwealth Steol Co.
Dayton Mfg. Co.
Gould Coupler Co.
I.aconia Car Co.
Krupp ll'rosser & Son).
i\IeCon"n-ay & Torley Co.
.Mt. Vernon Car Mfg. Co.
National Car Coupler Co.
National JIalleable Castings Co.
Nickel-Chrome Chilled Car Wheel Co
Pratt & Letchworth Co.
Pressed Steel Car Co.
Prosser & Son, Thos.
Simplex Railway Appliances Co.
Standard Steel Car Co.
Standard Steel Works Co.
Symington Co., T, H.

FURNACES,

Railway Materials Co,

GAGES,

Ashlon A'alve Co,
Chicago Car Heating Co.
T'arker Car Heating Co.. Lid.

GAGES, WHEEL PRESS RECORDING,

Ashton Valve Co,

GEAR BLANKS, ROLLED STEEL,

Stanilard Steel Works Co,

GLASS, PRISM-PLATE ORNAMENTAL,
I'ressed Prism Plate Glass Co.

HEADLIGHTS.

Commercial Acetylene Railway Light i^: Sig-
nal Co.
Dayton Mfg. Co.
General Electric Co.
Safety Car Heating & Lighting Co.

HEAD LININGS, CAR,
Bai-ney & Smilh Car Co,
Pantasote Co,

HOISTS,

Fairbanks, Morse & Co,
General Electric Co.

HOPPERS, CAR — (SEE LAVATORY

SUPPLIES).

HOSE FIXTURES,
Camel Co,
Chicago Car Heating Co,

HOSE PROTECTOR,

Wood, Guilford S.

HYDRAULIC MACHINERY,
Dudgeon, Richard.

INSPECTING LABORATORIES.
Hunt & Co., Robert W.

INTERIOR TRIM.

Acme Supply Co.

Dahlstrom Metallic I r Co.

Forsyth Brothers Co.
Hale & Kilburn Co.
Wood, Guilford S

INTERLOCKING LINK LADDER — (SEE
LADDERS, FREIGHT),

JACKS.
Buda Co.

Chapman Jack Co.
Dudgeon, Eichatil.
Fairbanks. Morse ^- Co.
Joyce-Cridland Co.

JOURNAL BOXES AND LIDS.
Brill Co., J, G.

Chicago Railway Equipment Co,
Davis Solid Truss Brake Beam Co.
Gould Coupler Co.
McCord c& Co.

National Malleable Castings Co.
Pratt & Letchv\-orth Co.
Railway Steel-Spring Co. ,

Symington Co.. T. H.

JOURNAL BOX WEDGES.

ClcTeland City Forge & Iron Co.
McCord & Co.
Symington Co., T, H.
Western Railway Equipment Co.

LABORATOREES, CHEMICAL AND TEST-
ING.

Hunt & Co., Robert W.

LADDERS, FREIGHT CAR.
Acme Supply Co.
Davis Solid Truss Brake Beam Co.

waaiHiHMiia

Balanced Doors for Dump Cars

Can be applied to Gondola as well as Hopper cars. ^

Dalanccd lioors Aveighing 1500 pounds arc opened and
closed b}' one man in less than 10 seconds.

Dalanced 1/oors move directly with the operator's hand,
there being no chains, ratchets or gears.

Dalanced 1/oors are not supported b}- the operating device,
but by iixed parts of the car body.

Dalanced Doors when closed arc locked and will not
open by shock in transit.

Dalanced Doors can ahvays be opened or closed by hand,
so that shippers have no occasion to misuse them.

Clark Car Company

Pittsburgh, Pa.

CLASSIFIED DIRECTORY OF ADVERTISERS-^Coatrntied

LAMP JACKS, CAR.

Globe Ventilator Co.

LAMPS AND LANTERNS.
Adams & Westlake Co.
Dayton Mfg. Co.
General Electric Co.
Howard & Co., James L.

LAVATORY SUPPLIES.
Adams & Westlake Co.
Dayton Mfg. Co.
Duuer Co.
Howard & Co., James L.

LIGHTING FIXTURES.
Adams & Westlake Co.

Commercial Acetylene Eaih^ay Ligbt & Sig-
nal Co.
Dayton Mfg. Co.
Safety Car Heating & Lighting Co.

LOCK NUTS.
Boss Nut Co.
Columbia Nut & Bolt Co.
Grip Nut Co.
Jones Positive Nut Lock Co.

MOLDINGS, METAL.

Dahtstrom Metallic Door Co.
Edwards Co., O. M.

MOTORS.

General Electric Co.

NUTS AND BOLTS,

Cleveland City Forge & Iron Co.
Columbia Nut & Bolt Co.

OILS, PAINT.

Kay & Ess Co.

PADLOCKS.

Edwards Co., 0. M.

PAINTS.

Kay & Ess Co.

Lehon Co.

D. S. Metal & Mfg. Co.

PLANING MACHINERY.
Hilles & Jones Co.

PLATFORMS, CAR.

Commonwealth Steel Co.
Gould Coupler Co.
Standard Coupler Co.

POSTS, SIDE, END, DOOR AND WINDOW.

Cleveland Car Specialty Co.
Forsyth Brothers Co.

PRISMATIC GLASS.

Pressed Frism I'late Glass Co.

PUNCHING AND SHEARING MACHINERY.
Uilles & Jones Co.

RAIL BENDERS.
Buda Co.

REGULATORS, TEMPERATURE.
Chicago Car Heating Co.
Consolidated Car Heating Co.
Parker Car Heating Co., Ltd.
Railway DtiUty Co.

RESERVOIRS, AIR.

Westinghouse Air Brake Co.

RIVETING MACHINERY.
Hilles & Jones Co.

ROOFING, CAR,

Franklin Railway Supply Co.
General Railway Supply Co.
Hutchins Car Roofing Co.
Lehon Co.
U. S. Metal & Mfg. Co.

EUBBEE GOODS, MECHANICAL.

Wood, Guilford S.

SASH LOCKS AND BALANCES.

Adams & Westlake Co.
Curtain Supply Co.
Dayton Mfg. Co.
Edwards Co., O. M.
General Railway Supply Co.
Howard & Co., James L.

SASH RATCHETS, DECK.
Forsyth Brothers Co.
General Railway Supply Co.

SCREENS, CAR WINDOW.
General Railway Supply Co.

SEATS, CAR.

Barney & Smith Car Co,
Brill Co., J. G.

SHAFTING.

Knipp (Prossor ^; S<inl.
Prnsser & Son, Tlios.

SHEETS, PRESSED STEEL.
Krupp (Prossor ^: Son).
Prosser & Son, Thos.

SIDE CAR CONSTRUCTION, UNIT SECTION.

Forsyth Brothers Co.

SIDE FRAMES.

American Steel Foundries.
Simplex Railway Appliances Co.

SPRING DAMPENERS.
McCord i Co.

SPRINGS.

American Steel Fonnilries.
Railway Steel-Spring Co.
Simplex Railway Appliances Co.
Standard Steel Works Co.

STEEL, TOOL.

Krupp (Prosser & Son).
Prosser & Son, Thos.

STRAIGHTENING MACHINERY,
Hilles & Jones Co.

STRAINERS, AIR.

Westinghouse Air Brake Co.

TESTING MATERIAL,
Hunt & Co.. Robert W.

TIRES, STEEL.

Krupp (Prosser & Son).
Prosser & Son, Thos.
Railway Steel-Spring Co.
Standard Steel Works Co.

TRAP DOORS AND RIGGING.

Barney & Smith Car Co.
Edwards Co., O. M.
General Railway Supply Co.
Gnnld Coupler Co.

TRAPS, STEAM.

Chicago Car Heating Co.
Consolidated Car Heating Co.
Parker Car Heating Co., Ltd.

TREADS, CAR STEP.

Anjerican Aliraslve Metals Co.
American Masi:tn Safet.v Tread Co.

TRUCKS.

American Car & Foundry Co.

Barney & Smith Car Co.

Bettendorf Axle Co.

Brill Co., J. G.

Central Lijcomotive & Car Works.

Clark Car Co.

Commonwealth Steel Co.

Gould Coupler Co.

Laconia Car Co.

McConway & Torley Co.

Pressed Steel Car Co.

Standard Car Truck Co.

Standard Steel Car Co.

Whipple Car Co.

TURNBUCKLES.

Cleveland City Forge & Iron Co.

UNDERFRAMES.

American Car & Foundry Co.
Barney & Smith Car Co.
Bettendorf Axle Co.
Commonwealth Steel Co.
Pressed Steel Car Co.
Ralston Steel Car Co.

UPHOLSTERY.

Hale & Kilburn Co.
Pantasote Co.

Scarritt-Comstock Furniture Co.
U. S. Metal & Mfg. Co.

VACUUM CAR CLEANERS — (SEE CAR
CLEANERS, VACUUM).

VALVES,

Chicago Car Heating Co.
Consolidated Car Heating Co.
Edwards Co.. O. .M.
Parker Car Heating Co., Ltd.
Westinghouse Air Brake Co.
Western Railway E(inipmcnt Cu.

VARNISHES.

Kay & Ess Co.

U. S. Metal & Mfg. Co.

VELOCIPEDES, HAND AND MOTOR.
Buda Co.

VENTILATORS.

Automatic Ventilator Co.
Brill Co., J. G.
Globe Ventilator Co.
Parker Car Heating Co., Ltd.
Railway Utility Co.

VESTIBULE FIXTURES.
-\cine Supply Co,
Adams & Westlake Co.
Curtain Supply Co.
Eilwards Co.. O. M.
Gould Coupler Co.

VESTIBULES.

Gould Coupler Co.

WASHERS.

Jtmes Positive Nut Lock Co.
National Malleable Castings Co.

WASTE.

Howard l^- Co.. James L.

WATER CLOSETS AND WASHSTANDS —
(SEE LAVATORY SUPPLIES).

WELDING, OXY-ACETYLENE.

Cnmmcrcial .Ycctylene Railway Light & Sig-
nal Co.

WHEELS.

.Vmerican Car i*t Foundry Co.

American Steel Foundries.

Barne.v & Smith Car Co.

Baume & Marpent, Ltd.

Ivrn]5p (Prosser & Son).

Laconia Car Co.

Mt. Vernon Car Mfg. Co.

National Malleable Castings Co.

Nickel-Chrome Chilled Car Wheel Co.

Pressed Steel Car Co.

Prosser & Son. Tl)os.

Railway Steel-Spring Co.

Simplex Railway -Appliances Co.

Standard Steel Car Co.

Standard Steel Works Co.

WHEELS, PRESSED STEEL,
Buda Co.

WINDOW FIXTURES.
Acme Supply Co.
Adams & Westlake Co.
Dayton Mfg. Co.
Edwards Co., O. M.
Forsyth Brothers Co.
Howard & Co.. James L.

WIRE.

Kerite Insulated Wire & Cable Co.

WRENCHES.

Coes Wrench Co. ;

Passenger and Freight Cars in Steam
and Electric Railway Service

VESTIBULE STEAM PASSENGER COACH, FERRO CARRIL CENTRAL OF BUENOS AIRES.

C Wason passenger and freight cars have been built since 1845, and in
1858 the Wason Manufacturing Company built the first cars that were ever
exported from the United States. The cars and the parts from which they are
assembled, embodying this long and wide experience, are in themselves a
manifestation of this company's ability to meet absolutely the needs of the
buyer.

C Intimate contact with foreign conditions is reflected in a form of con-
struction that lends itself readily to dismantling and reassembling where over-
sea shipment is necessary, without necessitating the presence of an expert, and
diversified experience assures quick and complete comprehension of the require-
ments of railroads in all parts of the world.

C Jig-tested steel underframes, designed in conformity with the best engi-
neering practice and built of commercial structural steel shapes, have proved
their superiority in their strength and rigidity, their low cost of manu-
facture and the convenient replacement of parts from stock, with consequent
maintenance econom}^

C Brill solid forged truck side frames combine logical design with correct
manufacture and absolute uniformity of cross-section — the highest develop-
ment in truck construction.

C While the Wason Manufacturing Company has the principal steam busi-
ness, the other Brill companies, which are chiefly equipped for electric car con-
struction, also have excellent facilities for building every type of steam passen-
ger and freight car.

THE J. G. BRILL COMPANY

PHILADELPHIA, PA.

LONDON OFFICE: 110 CANNON STREET, E. C.

American Car Company, St. Louis, Mo. G. C. Kuhlman Car Company, Cleveland, Ohio

John Stephenson Company, Elizabeth, N. J. Compagnie J. G. Brill, Paris, France

Wason Manufacturing Company, Springfield, Mass.

AGENCIES — Pacific Coast: Pierson, Koeding & Co., 118 New Montgomei-y Street, San Francisco, Cal. ; Australasia: Noyes
Brothers, Melbourne, Sidney, Dunedin, Brisbane, Perth; Belg-ium and Holland: C. Dubbelman, 24 Place de Louvain, Brussels, Bel-
gium; Argentine and Unig-uay: Federico H. Bagge, Calle San Martin 301. Buenos Aires, Argentine; Natal, Transvaal and Orange
River Colony: Thomas Barlow & Sons, Durban, Natal; China: She wan, Tomes & Co., Hong Kong, Canton, Shanghai; Italy:
Giovanni Checchetti, Piazza Sicilia, 1, Milan.

TRADE NAME INDEX

ACMS Brake Slack Adjuster; Pipe Claiups.
Westoru Itiiihvay Equipment Co.

ACME Diaphragms; Weatlicrproof Window;
iSteel Ladder; Aoti-I'incli Hinge; Vesliliyile
Curtain Outflt. Acme Supply Co.

ADLAKE, Adams & Westlake Co.

AGASOIE Headlining; Panel Board I'anta-
sote Co.

AJAX Brake Beams. American Steel Foun-
dries.

ALLIANCE Couplers. American Steel Foun-
dries.

ALLSTEEL Car Seats. Hale & Kilbuni Co.

AMERICAN Automatic Slack Adjuster. Amer-
ican Brake Co.

ANDREWS Side Frames. American Steel

Foundries.

ANGLO-AMERICAN Varnlsb. U. S. Metal &
Mfg. Co.

ARDEE Sasll Lock. Dayton JIfg. Co.

ASCO Weatherstrip. Acme Supply Co.

ASHTON Gages; Rear End Train Brake and
Signal Cock. Ashton Valve Co.

AUTOMATIC Car Ventilators. Automatic

Ventilator Co.

AVERY Acetylene Car Lighting System. Day-
ton Mfg. Co.

B

BALANCED Door Dump Cars. Clark Car Co.

BALTIMORE Ball Center Bearings; Roller
Side Bearings. T. H. Svmingtou Co.

BARBER Trucks; Center I'lates; Side Bear-
ings. Standard Car Truck Co.

BOSS Lock Nuts. Boss Nut Co.

BUDA Bumping Posts; Motor Cars; X"'ressed
Steel Wheels; Car Replacers. Bnda Co.

BUFFALO Brake Beam. Buffalo Brake Beam Co.

BUFFALO .I.iurnal Box. Pratt & Letchworth Co.

BUHOUP Fle.tible Truck. McConway tt T.ir-
ley Co.

BUTLER Friction Draft Gear; Dra\vbar At-
tachment. Butler Dra^Yba^ Attachiuetit Co.

CAMEL Freight Car Doors; Carlines; Hose
Bands; Automobile Car Door Fl-Ktures;
Freight Car Door Locks. Camel Co.

CARBELASTIC Paint. Ivay & Ess Co.

CARDWELL Friction-Draft Gear. Union

Draft Gear Co.

CHAFFEE Deck Sash Ratchets; Drawbar Cen-
tering Device. Forsyth Brothers Co.

CHANAROH Car Flooring. Acme Supply Co.

CHAPMAN .Tacks. Chapman Jack Co.

CHICAGO Couplers. National Malleable Cast-
ings Co.

CHLORIDE ACCUMULATOR Storage Battery.
Electric Storage Battery Co.

CHRISTIE Brake Heads and Shoes. Amer-
ican Brake Shoe & Foundry Co.

CLEVELAND Carline. Cleveland Car Spe-
cialty Co.

CLIMAX Couplers; Journal Boxes. National
-Malleable Castings Co.

COES Wrenches. Coes Wrench Co.

COLUMBIA Lock Nnts. Columbia Nut & Bolt Co.

COLUMBIA L.ick Nuts. U. S. Metal 4; Mfg. Co.

CRECO Brake Beams; Roller Side Bearings;
Stack Adjusters; Journal Boxes and Lids;
Sliding Third Point Brake Beam Support.
Chii.ago Itallway Equipment Co.

C S C 0 Diaphragms. Curtain Supply Co.

CURTIS Plv.,ted Coupler. MeConway i^ Tor-
lev Co.

D

DAHLSTROM Interior Trim and Fireproof
Products. Dahlstroni Metallic Door Cn.

DATONIA Paint Oils. Kay & Ess Co.

DAVIS Wheels. American Steel Pmindries.

DAYTON Car Trimmings. liavton Mfg. Co.

DEDENDA Gongs. J. G. Brill Co.

DETROIT Car Door. Tlutcliins Car Roofine Co.

DIAMOND Brake Beams. Chicago Railway
iMpiipment Co.

DIAMOND "S" Steel Back Brake Shoe. Amer-
ican Brake Shoe & Foundry Co.

DO\rNING Card Holders. Western Railway
Efpiipment Co.

DREXEL Brake Beam. Chicago Hy. Equip. Co.

DRY-ART Insulating Paper. Lehon Co.

DUDGEON Jacks; Hydraulic Machinery. Rich-
ard Dudgeon.

DUMPIT Sand Boxes. J. G, Brill Co.

DUNHAM Freight Car Doors. Camel Co.

DUNHAM Hopper Door Device. C. S. Metal
& Mfg. Co.

DUPLEX STRUTS. Chicago Ry. Equipment Co.

ECKEET Water Closets. Dayton Mfg. Co.

ECLIPSE Deck Sash Ratchets. General Rail-
way Supply Co.

EDISON Storage Batteries. Edison Storage
Battery Co.

EMPIRE Truck Bolster; General Service
Doors. D. S. Metal & Mfg. Co.

E. T. 0. Heating Equipment; Steam Couplers.
Parker Car Heating Co.. Ltd.

EXHAUST Ventilators. J. G. Brill Co.

EXIDE Battery. Electric Storage Battery Co.

FERALUN Safety Slep Treads; Brake Shoes.
Aun"'rican Abrasive Metals Co.

FLEXOLITH Composition Flooring. General
Railway Supply Co.

FLEX Shade Holder. Dayton Mfg. Co.

FLORY Carry Iron; Striking iqate. Common-
wealth Steel Co.

FORSYTH Fixtures. Curtain Supply Co.

FOX TTucks. Pressed Steel Car Co.

FRANKLIN Flexible Metallic Car Roof.
I'^rauklin Railwa.v Supply Co.

G-E Electrical Apparatus. General Electric Co.
GLOBE Car Lamp Jacks; Car Ventilators.

Globe Ventilator Co.
GRAPHOLITE Paint. Kav & Ess Co.
GRIP Nuts. Grip Nut Co.

H

HALF-BALL Brake Hangers. J. G. Brill Co.

HARTMAN Ball Bearing and Roller Bearing
Center Plates. Joliet Rallwav SniJijly Co.

HERCULES Brake Beams. American Steel
P^onndries.

HINSON Car Buffers; Draft Gear; Emergency
Knuckles. National Car Coujder Co.

HOEER Draft Gear. Western Railway Equi).-
ment Co.

HOWARD Locks. James L. Howard A: Co.

HUNTOON Brake Beams; Autonuitic Adjust-
able Brake Heads. Juliet Raihva.\- Supidy
Co.

HUTOHINS Car Roofing, Hulcliins Car Roof-
ing Co.

I

IMPERIAL Body Bolster. U. S. Mctal& Mfg. Co.
IMPERIAL Car Window r!ereens. ll.aieral

RailAvay Supply Co.
IMPERIAL Prism-Plate Ornamental Glass;

Siiecial Designed Prismatic Glass for I^as-

senger Cars. Pressed Prism iqate Gla^s Co.
INTEGRAL Steel Car Window Construction.

Hale & Kilbnrn Co.
INTERCHANGEABLE Journal Bearings and

Wedges. Wcstcrji Railway Equipui.ut Co.

JANNEY I'ilot Coupler; Tender l'on|iler;
X I'ivoted Pilot Coupler: X Pn-ight Coupler.

MeConway & Torley Co.
J-C Jacks. Joyce-Cridland Co.
JONES POSITIVE Nut Locks. Jones Positive

Nut Lock Co.

K

K & S Cauvas Roof Preservative; Locomotive
Black Varnish; Baking Goods. Kay & Ess Co.

KARBOLITH Composite Car Flooring. Amer-
ican .Mascm Safetv Trcvd ('(..

KARBOEUNDUM EAR KARBOLITH Floor
Suifacing. Anieriean Mason Safetv Tread Co.

KASCOL Oil. Kay & Ess Co.

KERITE Wires and Cables. Kerite lusulati d
Wire & Cable Co.

KEWANEE Brake Beam. Chica.go Ky. Equip. Co.

KEY Wrenches. Coes W^rench Co.

KLING Bolt. U. S. Metal & Mfg. Co.

KNIFE-HANDLE Wrenches. c.ies Wrench Co.

LA FLARE Insulation for Refrigerator Car

Doia-s. W. H. Miner.
LATROBE Couplers. National Mall. Castings Co.
LEHON Insulating Board and Paper; iqastic

Cab Roofing; Waleriiroof Curtain Cloth.

Lchon Co.
LINOFELT Car lusulalion. Uniiin Fibre Co,

M

MALTHA Paint. Kay & Ess Co.

McCOED Ibaft Gear; Journal Boxes; Spring

Danipener. McCord & Co.
METALLIC Sleel Sheathing. General Railway

Supply Co.
MIDGET Industrial Car Ciraplers. National

Car Coupb r Co.
MINIER W'mdow Cleaning Device. Dayton

Mfg. Co.
MONARCH Brake Beam. Chicago Hy. Equip. Co.
MONITOR Bolsters. Chicago Ry. Equipment Co.
MONOGRAM Train I'ipc Bracket. Guilford S.

Wood.

N

NATIONAL Eqinilizing Wedge, McCord & Co.

NATIONAL Hollow Brake Beam. Chicago
Railway E(iuipment Co.

NATIONAL Improved Car Couplers; Open
Hearth Steel Car Castings; Car Coupler
Kruickles; Coupler Centering Devices. Na-
tional Car Coupler Co.

NATIONAL Journal Boxes; Brake Jaws; Dead
Li'ver (inide; Safety Brake Lever; Safety
Car Door I'astcners. National [Malleable
l.'astiugs Co.

NATIONAL Steel Vcslibule Trap Doors; Ves-
tibule Curtain Calc-hes; Standaril Hoofing.
Geiuial Railway Supply Co.

NEVEEBREAK Car Seats. Hale & Kilbnrn Co,

NINETY-SIX Brake Beam, Chicago Railway
Equiimient Co.

NO REPAIR Carline. Clevelanil Car Specdalty Co.

Chicago Railway
Western Railway

PANTASOTE Cuitain .Malcrial; Upholstery
I.i'albers. I'antasote Co.

PARKER SYSTEMS Car Healing; Car Venti-
lating. Parker Car Healing I o.. Ltd,

PAOWNYC Window Fixtures. O. M. Ed-
wards Co.

PENN Pivoted Coupler. MeConway l% Torley Co.

PER-BONA Insulating Paper. Lehon Co.

PERFECTION Window Sasb Balances. General
Hallway Supply Co.

PERRY Roller Side Bearings. Joliet Railway
Supply Co.

PITT Freight Coupler. MeConway it Torley Co.

PITSBUR6 Ratchet Drop Brake Handle.
Davlon Mfg. Co.

PLUS-TEX Waterproofed Cloth. Lebon Co.

POLAE-BEAE Insulating and Sheathing
I'apers. Lehon Co.

POLLAK Steel Axles. U.S. Metal & Mfg. Co,

POSITIVE Bolt Fasteners; Nut Locks. Jones
Positive Nut Lock Co,

R

RELIANCE Brake Bcai

Equiiuneut Co.
REPUBLIC Draft Gear.

T-qUipnJent Co.
RESISTO Steel Car Insulation. General Rail

way Supply Co.
REX Hemovable Bottom Car Basket Rocks

Dayton ilfg. Co.
REX Rollers. Curtain Supply Co,
KING Fixtures. Curtain Supply Co.
ROOFRITE Roohng; Waterproofed Canvas

Sill Covering. Lehi.ai Co.
EUSSEL Cars. Russel Wheel & Foundry Co.

ST. LOUIS Car Doors. Wcsteru Hallway

Equipment Co.

SAMPSON Industrial Car Couiilcrs. Natioual
Car Coupler Co.

SEOUEITY Dust Guards, Western Hallway
Equipment Co.

SECURITY Freight Car Doors, Camel Co.

SEPARABLE Body Bolster. Commonwealth
Steel Co.

SESSIONS Draft Gear, Standard Coupler Co.

SHARON Couplers. Natioual Mall. Castings Co.

SHIM Slack Adjuster. Standard Coupler Co.

SIMPLEX Cast Steel Bolsters; Couplers.
American Steel Foundries.

STANWOOD Car Step. American Mason
Safely Tread Co.

STANDARD Steel Platforms; Buffers. Standard
Couider Co.

STANDARD Steel Tires; Steel Tired Wheels;
Solid Forged and Rolled Steel Wheels; Steel
and Iron Axles; Steel and Iron Forgings aud
Castings; Springs; Rolled Steel Gear Blanks.
Standard Steel Works Co.

STAY-DRI Iron I'aint. Lehon Co.

STAY-LASTIC Iron Paiut. Lehon Co.

STEEL HANDLE Wrenches. Coes Wrench Co.

STERLINGWOETH Brake Beam. Chicago

Railwa.^" Equipment Co.

STEEETEE Steel Back Brake Shoes. Amer-
ican Brake Shoe & Foundry Co.

SUSEMIHL Side Bearings. American Steel
Foundries.

SYLPHON Packless Valves, Consolidated

Car Heating Co.

SYMINGTON Journal Boxes and Lids; Flex-
ible Dust Guards. T. II. S.\inington Co.

U.

Metal

FARLOW Pfraft Gear and Draft Gear Attach-
ments. T. H. Symington Co.

FEASIBLE Drop Brake Staff. U. S. Metal &
-Mfg. Co.

FELTLINO Steel Car Insulation, Union Fibre
Co.

OAKMONT Metal Windows. Dablstrom

Metallic Door Co.

OMECA Metal Furniture; Valves. 0. M. Ed-
wards Co.

«

TEXODERM Seat Upholstei

& Mfg. Co.

THERMOFELT Car Insulation. Union Fibre Co.
THERMO-JET Car Heating System. Safety

Car Heating ^V; Lighting Co.
TOWER Couplers. Natiomil -Mall, Castings Co.
TRANSOM Draft Gear. Coniminiwcaith Steel Co.
TUDOE ACCUMULATOR Storage Battery.

Electric Storage Battery Co,

u

TT-S-L Liy:hting t^ystum aud Eiiiiipmout; Stor-
age Batteries. U. S. Llijht & lleatiiiu; Co.

UNIVERSAL Urawbar Yokes; Twin Spring
Itratt Gear; Draft Gear Attacbmeuts; Draft
Liigb. UnivLTsal Draft Gear Attacliment Co.

"UTILITY Car Ventilators; Electric Ther-
aKniioter Control for Car Heating; Freiglit
Car Door Locks; Vacuum Car Cleaners; Hose
Couplers. Railway Utility C'o.

V

VANDERBILT Brake Beams. Buffalo Brake
Beam Co.

VAPOR Car Plenting System. Consolidated
Car Healiug Co.

VAPOR System of Car Heating. Chicago Car
Heating Co.

VULCAN Brake Beams; Side Frames. Amer-
ican Steel FouTirlries.

w

WALKOVER lar Seats, Hale & Kilbnrn Co.
WEDGE-SHAPED Steam Coupler Gaskets.

Parker Car- Heating Co.. Ltd.
WESTERN Flush Car Doors; Steel Carlines;

Brake Jaws; Sill and Carline I'ockets; Tie

Daters. Western Railway Equipment Co.
WOOD Flexible Nipple End Hose Protector.

Guilford S. Wood.
WOODS Anti-Friction Side Bearings; Center

Plates. Edwin S. Woods & Co.

American Car m Foundry Co.

Manufacturers of

CARS

FREIGHT AND
PASSENGER

Steel and Wood

CHILLED IRON WHEELS

Forgings — Casting's

American Car and Foundry Co.

NEW YORK

Cable Address: Nallim, New York

CHICAGO ST. LOUIS

Codes Used : Lieber, Western Union, Al, ABC

Latest Type Automobile Box Car

Western Steel Car & Foundry Company

FREIGHT CARS

OF EVERY DESCRIPTION

Works: Hegewisch, Illinois
Offices: New York, Pittsburgfh, Chicago, Washington, D. C.

.,,.,i5"TK& Iron Range

1 1 3 S 8

'.VTSEi-Ol! Hi:(,i;i, ii;

AIR l:lifti;n

New Style Ore Car. Quick Dumping — Labor-Saving

10

OUR
MERITS

Longest Experience
Unexcelled Facilities
Progressive Designs
Proper Construction

The advantages to be gained by placing your
orders with us are worthy of careful consideration

Passenger and Freight Cars

PRESSED STEEL CAR COMPANY

NEW YORK PITTSBURGH CHICAGO WASHINGTON, D. C.

11

EAST WORKS

Central Locomotive &
Car Works

Builders of NEW

FREIGHT CARS
PASSENGER CARS

Capacity, 40 Freight Cars Per Day; 15 Coaches
Per Month

Railroad Car and Locomotive Repair Work Solicited

REBUILT FREIGHT AND PASSEN-
GER CARS AND LOCOMOTIVES
OF VARIOUS TYPES.

Sales Office
410 FISHER BUILDING - - CHICAGO, ILL.

Works
CHICAGO HEIGHTS - - ILLINOIS

THE CHICAGO CAR DOOR

"That Won't
Come OH"
Unless Car is
Wrecked.

Interlocked
Fixtures.

Perfect Weather
Proof Water Shed.

Security Brackets,
Storm, Spark and
Thief Proof.

"YOU CAN'T
LOSE IT."

Combinea Track WiLL FIT ANY
Bar and Hood covers
top of door, 2 inches,
including also trolley
gear, thus forming per-
fect water shed.

cdl^Go

CAR DOOP

Phone
Harrison 1766.

^OMP^N"^ CHICAGO.

^^ggs^^rgSfT^tS'-'-'''--^'^^

Laconia Car Co

60 Congress St., Boston

Works At Laconia, N. H.

Builders of Steam
and Electric Cars

12'

Standard Steel Car Co

»rjp-

STEEL AND COMPOSITE

FREIGHT CARS

AND ALL STEEL
PASSENGER EQUIPMENT

Capacity 60,000 Cars Per Annum

General Office :

Pittsburgh, Pa., Frick Bldg.

Branch Offices

New Y.

ark,

170 Broadway

Works:

Chicago,

Fisher Bldg.

Butler,

Pa.

New Castle, Pa.

Hammond, Ind. 1

13

The Scope of the

"Best Cars"

PASSENGER SERVICE

For sixty-three years cars built by the Barney & Smith Car Co. have
stood for the most advanced practice on American raih'oads. Every prac-
tical improvement in design and construction that has been developed to meet
modern high-speed, large capacity and safe transportation, is best exemplified
in Barney & Smith cars.

We point v/ith pardonable pride to a manufacturing ecjuipment and a
reputation for integrity that has grown as our business has grown — and the
scope of our business embraces every t3''pe of all steel, all wood and composite
cars for both passenger and freight service.

Our cars are the best that resources, experience, ingenuity and skill can
produce.

14

Barney and Smith Plant

of Every Type

FREIGHT SERVICE

The Ralston Steel Car Company

l^fgm— T„ COLUMBUS, OHIO

llfti-^

-juruu-iu ■ ■;■■!- sscsss '"i;"'

Designers and Builders
^ of All Types of

i99B4 P ^H[ %

'- i^B' '- lik ^- ilk- Mikf ^;& - - ii.:i

RALSTON GENERAL SERVICE CAR

FREIGHT CARS

and

Steel Underframes

ENTERPRISE RAILWAY EQUIPMENT CO.

The Rookery, Chicago, III.

Dump Cars for Every Service — Ballast, Coal, Ore, Coke, Grain.

Harlan & Hollingsworth Corporation

WILMINGTON, DELAWARE, U. S. A.

BUILDERS OF

Parlor, Sleeping, Private, Dining, Pas-
senger, Baggage and Mail Cars
of Every Description

ALSO BUILDERS OF

Steel Steamships and Steamboats, Land
and Marine Engines and Boilers

NEW YORK OFFICE:

Hudson Terminal Building, 50 Church St.

Wilmington Cable Address "HARLAN"
London Cable Address "NALRAH"

16 -

BAUME & MARPENT, Ltd.

( HAINE-ST.-PIERRE (BELGIUM)
Works at MORLANWELZ (BELGIUM)

\ MARPENT (NORTH-FRANCE)

Builders of

RailAvay Carriages, Wagons, Electric Cars

And Every Other Description of

Railway and Tramway Rolling Stock, Tenders

T *!

r-T

H'"-^^

w^f^

Makers of

Mounted Wheels on Axles,
Wheels, Axles, Tyres, Rolled Steel Disc Wheels,

Railway Plant, Forgings, Smith- Work, Iron and Steel Castings. Axleboxes, Points and
Crossings, Turntables, Miniog and Works Materials, Hydraulic and Gas Appliances

'^s

Bridges, Girders, Roofs, Buildings.

Address for Letters : Telegrams :

Soc. An? de BAUME & MARPENT, Haine-St.-Pierre, Belgium BAUMARPENT, Haine-St.-Pierre

Codes Used : A 1, A B C, 4th and 5th Edition LIEBER'S and BENTLEYS COMPLETE PHRASE

17

0^

w

y?

TORSION LID AND DETAILS

Symington Journal Boxes

Combine the strength, durability and weight sav-
ing features of malleable iron with efficiency in design
and accuracy in moulding.

A simple, durable dust-proof Lid with ample spring
pressure.

Patterns to suit all types of trucks, axles and
bearings.

M. C. B. STANDARD JOURNAL BONES
ALWAYS IN STOCK.

Refer to text Page 589 for Symington Journal
Boxes.

THE AMERICAN STANDARD

THE T. H. SYMINGTON CO.

New York, N. Y., U. S. A.

PIVOT LID AND DETAILS

18

Approved DRAFT GEAR Practice
For AUTOMATIC COUPLERS

The Farlow Draft Attachment

has superseded yoke draft gears for modern railway cars. The Farlow
Attachment protects the car frame by properly distributing shocks in
excess of the capacity of the cushioning device and also preserves the
cushioning apparatus against the effects of overload.

STRONG SIMPLE DURABLE PROVEN

used with
SINGLE SPRINGS TWIN SPRINGS FRICTIONGEARS

Farlow Parts For One Car

Twin Spring design

4 Malleable Iron Cheek Plates

4 Malleable Iron Follower Blocks

6 Steel Draft Keys—
5" X V/s"

Refer to text pages 483 and 484.

4 Steel Side Links— 4'/^" x lYs"

Correspondence invited.

THE T. H. SYMINGTON COMPANY

New York, N. Y., U. S. A.

19

National Dump Car Co.

Makers of

General Service Gondola Cars

Ore Cars (Absolutely Self Cleaning)

Dumping Stock Cars (For Haullng Coal on Return Trip)

PIONEERS IN THESE TYPES OF CARS

RAILWAY EXCHANGE CHICAGO

HART CONVERTIBLE CAR

For Ballast, Coal and General Service

RODGER BALLAST CAR CO.

RAILWAY EXCHANGE, CHICAGO

GOODWIN CAR COMPANY

1524 Otis Building, Chicago, 111.

17 Battery Place, New York City

#>##

Tnuk-Mark.

The

Standard

"Class G"

Dump

and

Ballast Car

THE GOODWIN STANDARD CLASS " G " DUMP AND BALLASTING OAR

AIR DUMPING AND AIR REPLACING

Ti-ade-Mark.

Capacity
80,000
100,000
Pounds

20

Do you know why you have so many broken couplers,
knuckles and knuckle pins? They break because the right
kind of a draft gear is not between them and the car body
to destroy the shocks of switching, buffing and pulling
strains.

The fact that a car roof leaks is not necessarily an
indication that the car roof is a poor one. It probably
means that the draft gear with which the car is equipped
is not a shock destroyer, and the jolting and jarring that
the car gets in service has opened up the roof.

Grain does not leak from a car because the flooring
and the siding has not been properly constructed. The
grain leaks are accounted for by the fact that the car is
not equipped with a draft gear which destroys the shocks
of switching service. It is the impact of a 300,000 or
400,000 pound blow given one car by another that causes
the trouble.

Broken shipments of eggs or tiling, lumber driven
through the ends of the cars, side doors on the track,
couplers torn out, break-in-twos and their disastrous results,
are remedied by putting in a draft gear that is a shock
destroyer, that does not allow the blow or impact of a
locomotive or car to be distributed all through the car.

It isn't in the treatment of symptoms but in the treat-
ment of causes that we are going to find the solution of
the difficulties incident to car maintenance. If a car is
going to stand still, a good coat of paint will keep it in
repair, but if that car is going to be moved there is nothing
but the best friction draft gear made that will insure it
against damage.

UNION DRAFT GEAR CO,

Cardwell Friction Draft Gear
CHICAGO

Gould Storage Battery Co., 341-347 Fifth Ave., N. Y.

"GOULD"

Car Lighting

Batteries

o^m^y.

^mcmw:0

GOULD

oimplex
System

See pages S35 to 841.

Gould Coupler Co.

341-347 Fifth Ave., N.Y.

22

>^ >-' >^

2 2 2

^ ^ ^

V <u m

^ a 0,

V V i)

« Q Q Q

OS

o . c ■

^ . s

4, ■— -
bo 0) 1)

l« — 0) -^

0 .:Q -w

U, JS W * ,

V <> /

« S -w -5^ /

■

o

3IJ /V

LJ

Q.

O

o

D

O

Logging Cars and Trucks, Dump Cars

Platform and
ConstructionCars

Wheels and Axles

Steam Skidders
and Loaders

Russel Wheel and Foundry Company

Detroit, Michigan

W. C. ARTHURS, President D. P. SETTLEMIRE, Secy. & Treas.
R. K. WEBER. Vice-President FRANK SNYDER, Superintendent

MT. VERNON CAR MFG.

CO.

MT. VERNON, ILL.

MANUFACTURERS OF

C.P.C.. .w p.. FREIGHT CARS OF EVERY DESCRIPTION

28 STEEL FREIGHT CARS

CAR WHEELS, CASTINGS AND FORGINGS

CAPACITY OLD PLANT

25 CARS-450 CAR WHEELS

PER DAY

WHIPPLE CAR COMPANY

BUILDERS

Refrigerator Cars

All Kinds of Freight Equipment

Heavy Repairs

GENERAL OFFICE

Suite 618-622 Commercial National Bank Building

72 West Adams Street, CHICAGO, ILL.

24

PLANT

51st Street and St. Louis Avenue

CHICAGO, ILL.

THE UNDERFRAME

with the proper distri-
hution of metal is a

Earner

Ay?

THE BETTENDORF U N D E R FR A M E— PA RTLY ASSEMBLED

BETTEXDORF I'nderframes for 5 different clasM'^ of cars on one of the largest railroads demonstrate
the following- average merits, compared with other makes of Steel Underframes:

Increased Strength 12.3 per cent. Reduction in Parts and Rivets.... 61 percent

Increased Buffing Area 3b.6 " " REDUCTION IN WEIGHT 17. "

Reduction in number of Parts 53.7 "

In addition to the above, the Bettendorf Underframe absolutely eliminates draft sill troubles ]>y the use
of the Cast Steel Draft sills having the necessary stojis and pockets cast integral to accommodate the
draft gear.

Our Underframe is the only Underframe possessing this feature.

Other important features are the needle beams and body bolsters, which are one-piece construction
and are continuous from side sill to side sill, and do not depend on workmanship or ri\ets to sustain the load.
The Increased Strength and Buffing Area will lengthen the life of the car. The Reduction in number
of parts greatly facilitates inspection and also reduces weight.

Statistics show: The a\'erage cost of hauling dead weight is appro.ximately $25.00 per ton per year.
An Underframe weighing 5 tons, substituted by Bettendorf Underframe of greater strength would weigh
4.15 tons, or a saving of 1700 lbs. per car in dead weight, figured at $25.00 per ton per year for 1000 cars re-
sults in a saving of $21,250.00 per 1000 cars each year for life of a car.

Would this saving not help to maintain a large number of cars on your road?

THE TRUCK THAT HAS PROVEN BY SERVICE TO BE A DIVIDEND EARNER.
Statistics show the cost of maintaining Arch- Bar Trucks per 1000 cars. Repairs to Arch-Bar Trucl<s:

524 Journal Box Bolts $65.10 1000 lbs. per car for 1000 cars at $20.00

992 Column Bolts 139.75 per ton per year for saving in dead

895 Spring Plank Bolts 23.80 weight by use of Bettendorf Trucks $10,000 00

108 Journal Boxes 288.00

39 Malleable Iron Columns 34.95 Saving per year by use of Bettendorf

160 Arch Bars 424.40 Trucks $11,519.60

$1.00 labor for each 5 pieces replaced. . . 543.60

This is equivalent to 5% on an investment of

$1,519.60 $230,392.00 for each year the cars are in service.

'^^■^ ,,.

BETTENDORF AXLE COMPANY General Office and Works: BETTENDORF, IOWA

2.S

The McConway & Torley Co.

Pittsburgh, Pa.

Original Manufacturers of the M. G. B. Coupler,

The Janney, Penn, Pitt and

Janney X Freight Car Couplers

All made from acid, open-hearth steel and with all the
up-to-date features required or recommended bj^ the

M. C. B. ASSOCIATION.

The Buhoup 3-Stem Passenger Equipment

The most complete, strongest and the largest used passen-
ger coupler equipment on the market. Has important and
desirable features not possessed b^^ an}^ other coupler equip-
ment.

The Buhoup Vestibule

A complete, effective and thoroughly up-to-date and sat-
isfactory^ vestibule; eas3^ to apply and cheap to maintain.

Steel Castings, Malleable Iron Castings

For Railroad and Car Work

26

The Buhoup
Flexible Truck

'T^WU^i^

A Cast Steel Truck with Vertical Flexibility

Is Always Square

The truck consists of two cast
steel side frames in combination with
a cast steel bolster.

Does not depart from established
M. C. B. standards.

Takes any style of standard oil
boxes as used with the arch bar
truck.

Brake hanger brackets attached to
the inside of the side frames.

Flexible to vertical movement, but
rigid to any twisting or angular hori-
zontal movement.

Vertical flexibility allows the truck

to adapt itself to all uneven condi-
tions of track, high or low joints,
with all wheels firmly on the rails,
without any undue strains to any
part of the truck.

Dispenses entirely with the usual
spring plank.

Has wide distribution of load.

Has increased spring capacity.

Either Spiral or Elliptic Springs
can be used.

The acme of simplicity.

Would you like to try a set of these
trucks under one of your locomo-
tives ?

Service tests have demonstrated all these desirable features.

Manufactured by

THE McCONWAY & TORLEY CO.

PITTSBURGH, PA.

■F?yriT^ssg,a',a--^^„. .

INCREASE NET EARNINGS

By Using BUTLER DRAFT GEARS

FRICTION GEARS

Piper Patents

6i, 8i or 9i Yoke, or combined

with any side link attachment.

HAS ALL THE POINTS OF

A PERFECT GEAR

Note the Efficiency

NOTE THE SIMPLICITY
Few Parts. Large Wearing Surfaces

.-HS5gJ!!i.:..v,:-7.;:^^— ^- J TANDEM

SPRING
GEARS

Case Fatenis

Light

and Strong
Perfect Spring Protection
6ix8 or 8x8 Springs

THE BUTLER DRAWBAR ATTACHMENT CO.

CLEVELAND, CDHIO

USE CLEVELAND

PRESSED STEEL CARLINES

AND END TIE BANDS

PRESSED STEEL END TIE BAND

The CLEVELAND CARLINES are the strongest and Hghtest carlines
made. They are in every way better than Wood, Wood and Metal combined,
or any Structural Shapes you can use. No changes necessary in car framing.
Practically Indestructible. Several designs for different types of cars and
roofs. Large bearing surfaces for Ridge and PurUnes.

The END TIE BAND will strengthen the Ends of Box and Stock Cars
and prevent a large percentage of End Breakage. They will save their cost
many times in a year. It will pay to put them on your cars.

CLEVELAND CAR SPECIALTY CO. Cleveland, Ohio.

28

CLEVELAND CITY FORGE & IRON CO.

FORCINGS

Railroad Structural Machinery

TURNBUCKLES
CLEVIS NUTS
JOURNAL BOX WEDGES
BRAKE JAWS
PUSH ROD JAWS

ARCH BARS
DRAWBAR YOKES
YOKE RIVETS
AIR BRAKE PINS
KNUCKLE PINS
BRIDGE PINS

GRAB IRONS
BRAKE LEVERS
UPSET RODS
PRESSED STEEL
SPECIALTIES

WE ARE THE LARGEST MAKERS
AND ARE MAKERS OF THE

LARGEST TURNBUCKLES

IN THE WORLD

FORCINGS WHERE ACCURATE WORK IS REQUIRED A SPECIALTY

CLEVELAND CITY FORGE & IRON CO.

New York Office, No. 11 Broadway

CLEVELAND, OHIO

CHAPMAN JACK

USE
THE

1

PATENTED

A PfRFECT RAILROAD JACK

ALWAYS RELIABLE

ALWAYS SAFE

ALWAYS LUBRICATED

ALWAYS FREE FROM DIRT and RUST

ALWAYS READY FOR USE

ALL SIZES

THE CHAPMAN JACK CO.

CLEVELAND, OHIO r ^""%

^)

29

specify G-E Reversing Equipment
on your new Planer, Slotters, etc.

Distinctive Features of this Drive
are: —

Maximum cutting speed always
sustained, giving greatly increased
production.

Reverses remarkably close to a line.

Vastly more economical in opera-
tion and upkeep than any existing
drive.

Standard motor speeds 250-1000
r. p. m.

Many speed combinations allowing
slowest cutting and highest return
speed to be combined.

Freedom from shocks, giving
quickest reversals possible without
jar.

Unexpected return of current to
wires always finds motor and control
apparatus ready to receive it.

Quiet operation.

Sparkless commutation.

Control in easy reach of operator.

Your attention is invited to the
greatly increased production at re-
duced power consumption being ob-
tained from old and new machine
tools using this drive — this with
greatly reduced maintenance.

Consider that production is limited
by the strength of your machine and
not b}^ slipping belts or clutches.

Consider the carload of pulleys,
belts, counter-shafts, hangers, etc.,
this drive displaces and the reduced
wear resulting from its simplicity.

Investigate the actual horse-power
trie tool equipment in the world and will be instead of accepting the nameplate
glad to quote promptly on request. rating of the motor you buy.

Further particular

Blotter with G-E Reversing Motor Drive.

We are the largest manufacturers of elec-

General Ele

(

General Offic

35S3

Atlanta, Ga.

Boston, yiui^?.

Charlotte. N. C.

CloTOland, Ohio.

Denver. Colo.

Kansas City,

EaUimorc, Mil.

Buffsiln. N. Y.

Chattanooea, Teim.

Columbus, Ohio.

Detroit, Mich. (Off. of Agt.)

Keokuk, low

Birmingham, Ala.

r.iitte, Mniit.

Chicago, 111.

Davenport, Iowa.

Erie, Pn.

Knosville. T

Boise, Idnbn.

Charleston, W.

Va.

Cincionati, Ohio.

Dayton, Ohio.

Indianapolis, lud.

Los Angeles,

30

Type of Gas-Electric Car Used on the Frisco Lines.

Gas-Electric Motor Car

A complete train in itself — the gas-electric motor car is fast becoming the
standard equipment for branch line passenger runs. The absence of dirt, dust
and smoke and the eas}^ running characteristics of this car attract the public. The
low operating costs, due to the compact design, its freedom from water tanks, ash
pits and coaling stations, and the low cost of generating electric power from a
gasoline engine, reduces operation expenses on the average branch line, one-third
to one-half.

The Prime Mover. In the General
Electric motor car is a gas engine cou-
pled to an electric generator forming
a compact power plant, the electrical
energy from which is transmitted to
motors on the driving wheels.

The generator is built on standard
lines and is similar to thousands now in
successful use.

The electric motors used on these
cars are standard G-E Railway motors,
primarily designed for heavy high-
speed traction work.

Control. The speed of the car is
controlled by the variation of the volt-
age impressed on the motors. This is
obtained by the well-known series —
parallel arrangement with the added
feature of voltage variation by adjust-
ment of the generator field strength.
Entire control of the car in both direc-
tions is obtained by the manipula-
tion of three small levers conveniently
located.

By means of this control the entire

' power of the plant may be used either

in the form of great tractive eiTort at

low speed or small tractive effort at high

speed or any combination between.

bulletins — on request.

ric Company

henectady, N. Y.

The ability to instant!}- reverse the
motors without stopping the engine fur-
nishes a means, independent of the
brakes of stopping the car in cases of
emergency. This feature is also of
prime importance in switching and yard
service.

Accessibility. The electric drive ad-
mits the engine being placed entirely
above the floor line in the cab, where it
is flexibly supported, and is free from
dirt and dust.

Trucks. The trucks are of the swing
bolster type with elliptic bolster springs
and coil equalizer springs. The bear-
ings and wedges are of M. C. B. stand-
ard pattern. Both the motor and trailer
trucks have standard 33-in. solid rolled
steel wheels with M. C. B. treads and
flanges mounted on axles of hammered
open hearth steel.

Air Signals and Brakes, Etc. All
these parts are M. C. B. and will be fa-
miliar to all railroad men.

Car Bodies. The car bodies are of
substantial steel construction made in
a wide variety of standard types. Elec-
tric lighting and hot water heating is
used.

pille, Ky.
ihls, Tcnn.
lukee, Wis.
lapolis, Minn.

Nashville, Tenn.
New Haven. Conn.
New Orleans. La.
New York, N. Y.

Philadelphia. Pa.
Pittsburg, Pa.
Portland, Ore,
Providence, R 1,

Richmond, Va.
Rochester, N, Y.
Salt Lake City, Utah.
Pan Francisco, Cal.

St. Louis, Mo.
Schenectady, N. Y.
Seattle, Wash.

Spokane, Wash,

Springfield, Mass.
Syracuse, N. Y.
Toledo, Ohio,
Yonngstown, Ohio. 3879

James L. Howard & Co. hartford, conn.
RAILWAY CAR SUPPLIES

Parlor, Sleeping and Day Car Trimmings

in Bronze, Brass, Silver, Nickel and Oxidized Metals

$]

PATENT DOUBLE SLIDING DOOR FIXTURES
PATENT DOUBLE SLIDING DOOR LOCKS
Specially designed for Steel Cars

PATENT REMOVABLE BOTTOM BAGGAGE RACKS
PATENT WATER CLOSETS AND DRY HOPPERS
with automatic Seat Raising attachments

NATIONAL CAR COUPLER COMPANY

CHICAGO OFFICE MAIN OFFICE AND WORKS

S22 McCORMICK BUILDING ATTICA, INDIANA

Manufacturers of

All Steel Freight And Passenger Couplers

Also Small Couplers for Industrial Cars, Centering Yokes, Steel Platforms, Platform
Buffers, Hinson Draft Riggings, Open Hearth Steel Castings from 1 to 20,000
Pounds ; also Exclusive Manufacturers and Distributors of Open Hearth Steel

HINSON EMERGENCY KNUCKLES

STANDARD COUPLER CO.

2 Rector Street, New York

MANUFACTURERS OF

Sessions-Standard Friction Draft Gear

For Freight Cars

Standard Steel Platforms

AND

Standard Buffers

For Passenger Cars

"Shim" Brake Slack Adjuster

For All Classes of Equipment

32

The Edison Storage Battery
For Train Lighting

The Greatest Invention
of the Greatest Inventor

Low cost of maintenance

Long Life

Freedom from operating troubles

No Sulphating No Buckling No Sediment

Greatly reduced weight

One half the space occupied by other types

Completely described in Booklet No. 1018

Edison Storage Battery Co.

167 Lakeside Ave., Orange, N. J.

STEft f

ANDREWS CAST STEEL SIDE FRAMES

PEDESTAL TYPE OF FRAME
NO TIE BARS NO JOURNAL BOX BOLTS

DAVIS CAST STEEL WHEELS

TRUCK AND

BODY

BOLSTERS

ECONOMY
DRAFT ARMS

CENTER
PLATES AND
BUFFER
BLOCKS

SIMPLEX

CAR

COUPLERS

REDUCE WEIGHT

PROMOTE SAFETY

MISCELLANEOUS STEEL CASTINGS

NEW YORK
30 CHURCH ST.

CHICAGO
COM. NAT'L BANK BLDG.

ST. LOUIS
FRISCO BLDG.

34

SIMPLEX RAILWAY APPLIANCE CO.

TRUCK AND BODY BOLSTERS

SIMPLEX BOLSTERS ARE STANDARD

ON
MOST ROADS

ELLIPTIC SPRINGS COIL SPRINGS

SUSEMIHL ROLLER SIDE BEARINGS

BRAKE BEAMS

VULCAN ONE PIECE BEAM FOR HIGH SPEED EQUIPMENT

HERCULES BEAMS FOR ALL PASSENGER EQUIPMENT
AJAX BEAMS FOR HEAVY FREIGHT EQUIPMENT
ACME BEAMS FOR LIGHT FREIGHT EQUIPMENT

NEW YORK CHICAGO ST. LOUIS

30 CHURCH ST. COM. NAT'L BANK BLDG. FRISCO BLDG.

ROBERT W. HUNT

JNO. J. CONE

JAS. C. HALLSTED

D. W. McNAUGHER

ROBERT W. HUNT & CO., Engineers

BUREAU OF

Inspection Tests and Consultation

INSPECTION OF LOCOMOTIVES AND CARS
INSPECTION OF ALL MATERIALS OF CONSTRUCTION

Resident Inspectors at Manufacturing Centers

FefahlieJiA<l nffir>oe !n '> C*^'*^'^GO PITTSBURGH LONDON SAN FRANCISCO VANCOUVER

E/siduiiMieu uiiites iii^p^g^ YQ^j^ ST. LOUIS Montreal Toronto Seattle Mexico city

Buffalo Brake Beam Company

OFFICES:

NEW YORK
30 Pine Street

ST. LOUIS

Syndicate Trust

Building

MONTREAL

QUE.

195 Commisioner

Street

WORKS:
Buffalo, N. Y.
Hamilton, Ont.

BRAKE BEAMS FOR ALL CLASSES OF CARS, LOCOMOTIVES AND ELECTRIC EQUIPMENT

lftiiVer»sfaI

Cast Steel Drawbar Yokes

Key or rivet connected

Twin Spring Draft Gear

Cast Steel
Draft Arms or Sills

Suitable for any style of gear

Draft Lugs

Universal Draft Gear
Attachment Co.

Railway Exchange Building
CHICAGO

36

CRECO The "Safety First" Brake Beam

OVER

SIX MILLION

BRAKE BEAMS

SOLD

m iiaiii ««« ■•■ nil »"» "••« ***"«

m&HSl^iaieo.ria^.y^^K^aS^ii&'Jf^

CRECO IS
THE HIGHEST
TYPE OF
BRAKE BEAM
CONSTRUCTION

General Offices, 46th, Robey and Lincoln Sts,, Chicago.

m'^'&^imi

"**.;.« •m«j^rj«pp^ I

ts?s„ -.^a.^ 'z-txt>^ *>■> . . .-fc" •^,

•' U.^ ^»v"^ ■%i£-^.''

General View of Chicago Plant.

Geneial View of Chicag:o Plant.

"\-^m.

Plant at Franklin, Penn,

Plant at Marion, Ind.

Plant at Detroit, Mich.

Plant at Grand Rapids, Mich,

CHICAGO RAILWAY EQUIPMENT COMPANY

have been the pioneers and originators in all
that is best in Brake Beam Construction.
They have always been and are to-day the

^^ ^"^^ They have always been and are to-day the ■ L^ L ^V

' WORLD'S BRAKE BEAM BUILDERS^ '

?<7

PINTSCH MANTLE LIGHT

is the established
standard of railway
car lighting.

The initial cost of
a Pintsch equipment
is less than the cost of
the equipment of any
other system of light-
ing.

The gas IS of a con-
stant high quality and when
burned under the constant
pressure assured by the pressure
regulator, guarantees long life of
the mantles.

The Pintsch sys-
tem is a unit in itself,
depending upon no
outside power or con-
ditions.

The light weight of
the Pintsch equipment
is a factor that must be
^^^^ considered in the cost
of operation of a light-
ing system.

It produces a light of 1 00
candle power with a consump-
tion of 2. 1 2 cu. ft. of gas an
hour at a cost of only 1 cent.

L

\

SAFETY ELECTRIC LIGHT

is the most efficient system for electrically lighting railway cars.

The ball bearing dynamo decreases the cost of lubrication, mainte-
nance and inspection. It also requires less power from the locomotive.

The Safety Type "F" lamp regulator is of simple and rugged
construction and maintains constant voltage at the lamps, materially
increasing the lamp life.

By means of the Safety Type "F" dynamo regulator the
generator is made to deliver at all times the maximum power that can
be used. This maintains the batteries in approximately a "floating"
condition, prolonging the life of the batteries.

The Safety Car Heating & Lighting Co.

Philadelphia

St. Louis
Washington

2 Rector Street, New York

Chicago, Boston

Montreal

San Francisco

38

SAFETY

LIGHTING
FIXTURES

These fixtures are the product of many
years' study and experience in the
railway hghting field, and are guar-
anteed to meet all the service re-
quirements. Ample illumination,
proper light distribution, mechanical
excellence and artistic design are com-
bined in every Safety fixture.

ELECTRIC

FANS

Fans correctly placed in a railway
car will add much to the comfort of
the passengers in the hot months, and
during the winter aid in producing
ventilation in the car. The construc-
tion of the Safety fans is of the best
and their design is peculiarly adapted
to railway service.

COOKING
UTENSILS

Electric heating and cooking appara-
tus affords much comfort and con-
venience for the passengers and adds
to the popularity of the railroad.
These utensils designed for the prepa-
ration of buffet lunches, afternoon
teas, breakfast, parlor car buffet serv-
ice, the barber on the train, individual
compartment car service, etc., are of
the best construction and may be had
in many styles and sizes.

LOCOMOTIVE
HEADLIGHT

This electric headlight is of simple,
neat design, is compact and is so con-
structed as to be dust and dirt proof.
The reflecting mirrors are scientifically
constructed and the brilliancy of the
beam of light is guaranteed to meet
the most exacting requirements. These
reflectors are readily accessible and
the operation required for cleaning is
a minimum.

The Safety Car Heating & Lighting Co.

2 Rector Street, New York

Chicago Boston St. Louis Montreal Philadelphia San Francisco Washington

39

^^^S!^^ji5f?fi^\i!^?fi.^*i^^jr "

Chicago Car Heating Co.

NEW YORK

RAILWAY EXCHANGE
CHICAGO

ATLANTA

VAPOR SYSTEM ° CAR HEATING

VERTICAL STEAM TRAPS,

HORIZONTAL STEAM TRAPS.

END VALVES OPERATED FROM PLATFORM.

END VALVES OPERATED FROM SIDE OF STEP

POSITIVE LOCK STEAM HOSE COUPLERS.

EMERGENCY HOT AIR HEATER.

DIRECT STEAM HEAT WITHOUT ANY

PRESSURE ON RADIATING PIPES.

CONSIDERABLY LESS DRAIN ON THE
LOCOMOTIVE.

ABSOLUTELY FOOL PROOF.

WILL NOT FREEZE UP.

PARKER SYSTEM OF CAR HEATING

ADVANTAGES

No drip, no escaping steam, not even the usual discharge of condensation.

Automatic temperature control.

Tests made on several large roads show a saving of from 1.0 to 1.5 tons

of coal, per car per month, over other Direct Steam Systems.
Steam Hose Couplers with wedge-shaped gaskets. Trainline Valves.
Testing outfits for testing efficienc_y of car heating systems furnished gratis to Railroad officials.

Write for latest illustrated catalogue.

THE PARKER CAR HEATING COMPANY, Ltd.

DETROIT, MICH. LONDON, CANADA

Two-piece Straight Port Automatic Lock Steam Coupler.
Vapor Trap having PACKLESS stuffing box with

SYLPHON diaphragm.
PACKLESS Train Line End Valve.
Pressure Trap with SYLPHON diaphragm.
Twin Pressure Trap with SYLPHON diaphragm.
PACKLESS Admission Valve.
PACKLESS Twin Admission Valve.

Write for details of PACKLESS steam heat SPECIALTIES employing
the SYLPHON bellows principle. The latest development in the art of
heating.

No.

33TD

No.

333.

No.

433.

No.

533.

No.

533T.

No.

633.

No.

633T.

Electric Light

Regulating- Panels, Types S-I and B-I

Axle Equipment

The advantageous features of
the latest U-S-L Axle Equipment
make electric lighting of cars such
a simple, reliable, and economical
proposition that no Railroad can
afford to have any but U-S-L
Equipments on its trains.

An operating economy never
before attained is made possible
by the new Regulating Panels.

U-S-L Car Lighting Batteries are used
more than any other because of absolute
reliability Winter and Summer — exception-
ally long life — high capacity — small amount
of charging current required.

We employ the only correct method for
making car lighting battery plates.

U-S-L Signal & Interlocking Batteries

mean sure service in the coldest w^eather —
a characteristic especially valuable for this
work.

Purity of materials guards against w^aste-
ful internal discharge w^hile the battery is
standing idle. Our special process of man-
ufacture insures durability and efficiency.

Batteries for every requirement.

The U. S. Light & Heating Co.

U-S-L Car Lighting Battery Two-Cell Tanli.

General Offices

30 Church Street, New York

Branch Offices

and < Cleveland

Service Stations I St. Louis

rNew York

■I I

Factory-
Niagara Falls, N. Y.

Boston Buffalo

Detroit Chicago

San Francisco

U-S-L Signal & Interlocking Battery Cell

41

The "Automatic,"
Intake »<i Exhaust,
Car Ventilator

y y^^ \/ ~y^

iiiiiiiiiiiiiiiiii J f

meets U. S. Governrrent require- ^ - V

ments on Postal Car Ventilation. " ^ --=^.-^ _ *'

It is in service on thousands oi sieam and electric cars throughout the United Stales

Automatic Ventilator Company

2. Rector Street, INe^A/ YorR

See illustrations of the "Automatic" Ventilator on page 553.

f I
A

A

A

A

P^llllllllllllltllllllllllklllllll

RAILROAD GLASS

fxxt

Interior Door Lights, Partitions,

"IMPERIAL" PRISM-PLATE GLASS for diffusing liglit.
"IMPERIAL" PRISM-PLATE ORNAMENTAL GLASS for

Ceiling Liglits, etc.
"IMPERIAL" SKYLIGHT PRISM GLASS for Train Slieds, Light Courts, Sltylights etc
SPECIAL DESIGNED "IMPERIAL" PRISMATIC GLASS for Passenger Equipment.'
These products are in general use in the finest buildings and passenger equipment of the

representative Railway Companies and are giving increased Day Light — Beautiful artistic

effects with decreased cost of maintenance.

Write for prices and illustrated catalogue.

I=>RESSEI3 f^FilSm F-LATE GLrtSS CO/VIF'AN'V ^

CHICAGO ___________________ _ NEW YOHK CITY

25 N. Deartorn St. fe k fc fe fc fe t 1 fit t fc ^ & E- ^ £• S. fc fe fc fc £: t | 44 E. 23d St. ^

.^».|k&|kA,ft^KB KEEliE E I^K i^ ^ i^ ^ ^ ^ i^ Ik iki^ ^ 1^ K k. p. ». m^

WWWWWWWWWm WORKS— MORGANTowH. VIRGINIA. fgff||riiriffgriririrl

Reproduction of Night Photographs — 10 Min. Exposures

Supplies an Entirely Satisfactory Gas System — Economical, Highly Efficient. Great storage
capacity permits use on distant branch lines. (Several weeks' supply in one tank 20 " x 1 14".)

Note: — The reproductions show cars equipped with four different systems. Car on left in upper picture is equipped with Commercial Acetylene,

Commercial Acetylene Railway Light & Signal Co.

A G A — Dalen and Commercial Systems

80 Broadway, New York

San Francisco

Chicago

Boston

Atlanta

Toronto

42

Adams & Westlake Co.

MANUFACTURERS

%^ ilj^^K^'

Railway and Steam^ip

Supplies

43

THE Double Pump Jack is one of the latest
and most useful improvements in large
Jacks. Using both pumps together runs the
ram out rapidly ; then using the small pump only
gives full power.

Wiite for latest catalogue

RICHARD DUDGEON

Broome and Columbia Streets

NEW YORK

COLUMBIA LOCK NUTS

"The nut that will not shake off"

(

^ 1

1

_LLJ

FOR ALL KINDS OF CARS

Our Special for Wrist, Knuckle and Cross Head
Pins has proven a great success on locomotives

INEXPENSIVE

SIMPLE EFFECTIVE

Samples free for the asking
\Ve also make Cold Punched Nuts, Castellated
Nuls and a THREE THREAD NUT LOCK.

COLUMBIA NUT & BOLT CO.

Bridgeport, Conn.

New York, 165 Broadway

"Improved Columbia" Assembled

U. S. Metal and Manufacturing Co.

165 BROADWAY, NEW YORK CITY

CHICAGO

STEAM

RAILWAY

SUPPLIES

ATLANTA

ELECTRIC
RAILWAY
SUPPLIES

Dunham Hopper Door

Feasible Drop Brake Staff

"Barol" Coppered Carbolineum Wood

Preservative
" Empire " Pressed Steel Truck Bolster
Howard Wrot Iron Brake Jaws

Heat Treated Steel Axles
Car Forgings
Diamond Steel Pole
Detroit Box Car Door
Columbia Lock Nuts
" Texoderm"

General Eastern Agents for Hutchins Car Roofing Company

Sole Eastern Agents for St. Louis Surfacer and Paint Company

Eastern Agents for Anglo American Varnish Co.

„ . C The Tool Steel Gear 4. Pinion Co.

Special Agents for < _. d ,, ,, o.. i /~_
( The Pollak Steel Co.

44

Furnishings for Railway Cars

Water-closets, Vestibule and Platform Trimmings, Brake-
Handles, Switch and Car Locks, Basket Racks, Sash
Fixtures, Switch, Station and Signal Lamps, Oil, Gas
and Electric Car Lighting Fixtures.

Oil, Acetylene and Electric HEADLIGHTS
for Locomotive and Street-Railway Service

The "ECKERT" Car Water Closet

No. 8, Entire Hopper Enameled Iron
No. 13, Enameled Base, Vitreous Top

No. 8 Illustrated. Right Hand. Style "A" Woodwork

Catalog No. 160 shows "Dayton" Sanitary Fixtures

The Dayton Manufacturing Co.

DAYTON, OHIO

Cable Address, "VAPOR" Dayton

45

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■:-':^:-^-.^;i;NSCReH:AN:GCABLE/-C5A

WESTERN SILL AND CARLINE POCKETS

;/-:;)/;V;-;v;:V;;;;:^-;.;o:;-::v::l:l:N-STR(b M:i.;EGGEiSITRlGSN. ■•■.:

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■:v;o;-.::V:;iFliS:H;*Ha6:i<iOTie'VRL>a;E^

::0Fi;tM?^:iisi!yi<9iti

CAMEL COMPANY, TnTATS

332 South Michigan Avenue,

ILL.

CAMEL No. 27 DOOR FIXTURES
CAMEL No. 30 DOOR FIXTURES
SECURITY No. 8 DOOR FIXTURES
SECURITY No. 5 DOOR FIXTURES
END DOOR FIXTURES
CAMEL BURGLAR PROOF COMBINA-
TION STOP AND LOCK

For

Box Cars

Ventilated Box Cars

Automobile Cars

Stock Cars

in

Either Steel or Wood

J. M. HOPKINS, President

See Fig. Nos. 775 to 779, pages 516, 517, 518

W. W. DARROW, Secretary P. M. ELLIOTT, General Mgr.

LINOFELT

STANDARD INSULATING QUILT FOR REFRIGERATOR CARS

A large sheet of Linofelt which extends
from one door of a refrigerator car around
the end of car to the other door. Note the
bound edges.

Linofelt is made from degummed flax fibre
cliemically prepared, combed and felted by ma-
chinery into a flexible felt y2 inch thick. It is
then quilted between two layers of waterproof
paper and furnished in any size sheets the car
builder specifies.

It is unaffected by water, either cold or boil-
ing, and is not damaged by acids. Long usage
and severe tests pro\'e that it will not decay and
that it is perfectly sanitary and hygienic, not
carrying taint or odor It is easily applied and
extremel}' durable. Its insulating value is ad-
mittedly the highest of any form of refrigerator
car lining.

The leading railroads in the United States use
Linofelt and are convinced of its superiority over
all other insulating materials.

Sample and booklet sent you upon request and
the services of our engineers are at the service
of prospective customers.

We also manufacture felts and boards for steel cars
UNION FIBRE COMPANY, WINONA, MINN.

Philadelphia

Chicago

San Francisco

46

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47

aRftIl^ft«VMiE3CM««!W<iP

SiiiiiiliiiliiiiiiiiWi^

The AMERICAN ENGINEER, better known as "The Railway Mechanical Monthly,"
is the oldest railway paper in the world.

It is devoted entirely to railway mechanical department subjects and should be read
regularly by all those having to do with the detail work of that department.

The subscription price is $2.00 a year to any point in North America; and $3.00 a year to
foreign countries.

STANWOOD STEPS

self-

Are non-slipping and

cleaning.

They keep your cars clean.

VVe make these steps complete

with hangers.

The_y are extensively used

in both this Country and

Abroad.

Steel or BrassBase
LEADOR Carborundum Filled

MASON SAFETY TREADS

Insure against accidents and

wear.

They are used on all the leading

Railroads, on both Car Steps

and Platforms.

(See Pages 452 and 698.)

KARBOLITH CAR FLOORING

Is fireproof and sanitary. It
is the ideal flooring for steel
cars. Used by the Pennsyl-
vania R. R., N. Y. C. & H.
R. R. R., L. I. R. R., and
many others.

Hard KarbolithTop

5tee

AMERICAN MASON SAFETY TREAD CO., 702 Old South Building, Boston, Mass.

W^^Sa|ii|^^ii|Kill|l|^|^ ^^

|Ufe curtains may be seen on

Ithe railroads in every civilized

country of the world. €^-<0^^:^

Se€lI/ustratIonsonPages741an(/742
ofthJsBooA.

Our Rollers and Diaphragms are
illustrated on pa^es 445-446-447-448.

MainOffice and Works 320-330WestOhioStreet
San Francisco. CHICAGO, ILL. U.S.A. New York.

». ■■-, ..-- ■■■■ ■ .■ A

I^CURTAIW^SUPPLY C?

In This Advertisement

We cannot hope

to tell you all of the
good things about
Acme devices here,
because the line is
too extensive;

However

Quite a few cuts of
our products are
show^n m this book.
Supplementary liter-
ature or personal in-
terview will gladly
be furnished on re-
quest.

■C^E

A List of Acme
Products

Vestibule Diaphragms

Sectional
Simplex
Gould

Apex

Vestibule Diaphragm Attach-
ments

Vestibule Curtain Outfit

All Steel Roller

Revolving Shields

Stationary Casing

Curtain

Handles and Hooks

Window Curtain Fixtures

Tuco Friction
Tuco Rack

Weatherproof Window

Weatherstrips
Post Construction
Lock Device
Cinder Deflector
Anti Rattler
Asco Weatherstrips

Deck Sash and Fixtures

Steel Doors

Sliding
Swinging

Anti Pinch Door Hinge
Drawn Steel Moulding
All Steel Box Car Ladder
Chanarch Car Flooring
Brass Foundry Work

Skeleton view Acme
Vestibule Curtain

All Steel
Roller

ACME SUPPLY COMPANY

CHICAGO
I EASTERN OFFICE: TRANSPORTATION UTILITIES CO., NEW YORK

49

See Figs. 1126-1428, page 678.

POSITIVE NUT LOCKS for u»e on both wood and iron
surfaces, on all bolts in car con-
struction and repair work.

c

ISA

O^

Jones Two Hole Nut Lock

Also, POSITIVE BOLT FASTENERS that prevent bolts
from turning and backing out of nuts.

THE JONES POSITIVE NUT LOCK CO.

2812-16 South Wabaih Ave.. Chicago, III.

60

EDWIN S. WOODS (a COMPANY

EstablisKea 1Q03

MonadnocK BlocK, Chicago

Manufacturers of

Anti-Friction Side and Center Bearings for Freii(l\t,
Passenger Cars and Tenders

See Figs. 1029-1032 and 1034-1037. Page 693,

THE

0. M. Edwards Company

TEADE

"PAOWNYC"

MAHK

SYRACUSE, N. Y.

METAL TRAP DOORS for either wood or steel
ccjuipment. Spring action is perfect and can be ad-
justed to open automatically or partially. No mech-
anism under platform. All adjustments made from
outside of car.

TRAP DOOR LOCKS with starting device which
contacts with bottc)m of door and insures its opening
automatically. No hand lift required.

WINDOW FIXTURES of the most approved type.
Forty designs to meet all requirements. Their use
eliminates binding and sticking of sash in guide-
ways,

WEATHER STRIPPING for top, bottom and
sides of all types of sash. Interlocking, frictionless
side metal weather stripping eliminates dust and air
and prevents sash stiles from warping and twisting,

ALL-METAL SHADE ROLLERS with locking
attachment which absolutely secures extension when
adjusted to proper length.

For catalogs and further information address

THE 0. M. EDWARDS COMPANY

SYRACUSE, N. Y.

Window Fixtures
Ali Metal Sasit Balances
All Metal Shade Roliers

Metal Trap Doors
Trap Door Locks
n ailway Padloclfs

Huntoon Brake Beams

Huntoon Automatically
Adjustable Heads

Hartman Centering Center
Plates and

Perry Frictionless Roller
Side Bearings

For all Classes of Freight

and Passenger Cars and

Locomotive Tenders

JOLIET RAILWAY
SUPPLY CO.

WORKS:

JOLIET, ILL. CHICAGO, ILL.

50

Metallic (Steel) Sheathing.

National Trap Door and Lifting Device.

Metallic (Steel) Sheathing goes a long way toward making
steel passenger cars warm in winter and in addition is easily ap-
plied, attractive in appearance, and in case of accidental injnry to
the car, can be renewed in sections from the outside.

Resisto Insulation is a non-conductor of heat and is nr)n-
absorbent. It thus provides the three necessary conditions for
protection against varying temperatures, lire and water.

Flexolith Composition Flooring is fireproof, non-absorbent
and sanitar}'. It is no heavier than yellow pine and wears longer.
Laid in plastic form, it is without cracks or joints.

National Trap Door and Lifting Device prevents accidents to
passengers and its construction, pressed steel, renders it durable.
Should it be damaged in service, all parts are accessible for repair.

We also manufacture the Perfection Sash Balance, National
Standard Roofing, the Eclipse Deck Sash Ratchet, Imperial Car
Window Screens and the National A'estibule Curtain Catch.

All of these devices give you the results of the continuous
painstaking progress in the design and manufacture of railway
supplies that can only be ofifered by specialists of the highest type,
who realize that their continued business depends on the satisfac-
tory service rendered by their appliances.

GENERAL RAILWAY SUPPLY CO.

Marquette Building
CHICAGO

Flexolith Composition Flooring;.

Resisto Insulation.

Do You Realize the Importance of

Using a Good Lock Nut On

Your Rolling Stock?

If not, \valk over a section of your right-of-way; note the
large number of nuts dropped from passing cars, and be
convinced that a good lock nut will pay for itself many
times over. Not only is there a large money loss in these
missing nuts, but frequently a missing nut has been the
direct cause of a disastrous w^reck.

Insure your cars against w^recks, and cut dow^n repair bills
by using the best lock nut obtainable^the BOSS NUT.

Write for descriptive booklet

CHICAGO Boss Nut Company new york

BARBER

Roller Bearing Lateral Motion Truck Device

Roller Bearing Center Plates

Roller Bearing Side Bearings

Barber-DeVoy Roller Bearing Locomotive Trailer Trucks

Roller Bearing Lateral and Radial Trucks

40 to 75 Ton Capacity

STANDARD CAR TRUCK COMPANY

1522 McCormick Building

CHICAGO

52

WHY GRIP NUTS LOCK

Eacli h;if "^ sirr] h-A^ an arch running tliroiigh

GRIP HOLDING NUTS

Grip IToltling Nuts are made of heavier steei
tlian tlic Grip Look, or Checls Nuts, and bave 94
per cent, of the ultimate strengtli of the lioits.
i\[ade in all sizes, Hexagon or Square, and are
used wlrere a single nut only is rccjuired, funiisli-
ing bntl] I-Iolilini^ and Locking feiiturcs.

ving tile pull necpssary to a|i]dy. release
il. lor line pui'posc of ascm'UiIoing Avhat
-api.lication of Giip Nuts 21 tiiu-s, also

This cut sliows in iM^^iiat d
curve in thread pit< h- (u mm
than is given in pia< tii o m oi
der to emphasize this ti-atuiL.

till' center of il. The Dut is blanked out and
threaded through ihis arch, after which it is ac-
curately gauged, then deflected by pressure upon
the crown of the arch by automatic machinery,
thus producing a locknig friction upon the threads,
as shown in the' illnstration.

Thi' foUowi ig is a di'tailod report of test,*.
and turn off lariniis sizes el' Griii Nuts, siiinn
rednttion of ioeking iiiialily is invoived in tlie
stripping tests, fuUowdng:

SIZE fiF NDT TO AIT'LY NUT TO BELEASE NUT

Aiiplicatioii pull in lbs. at 10 in. radius.

fist application 24 llis. Release 18 lbs.

';!" So. G. N.J 11 Ih

L21st
fist
1" Ilex. G, N. J mil

1 21st
fist
N. -1 lltli
I 21st

Sq.

24

30

10

10

10
40

26

s 1(1 p' LOCK HVT pe 2S9&i

■i/5. STD THI^Cf^o

OCT, 9, 19CS,
F 15076.

The Westinghouse Air Brake
Company have appHed Grip Nuts
to their 9^2 inch piston rod for
some years, as will be observed
by the date on this blue print.
VVe continue to receive orders
from this Company, for applica-
tion at this point, which is our
reason for believing that the Grip
Nut is proving satisfactory to
them.

GRIP NUTS

Grip Nuts are extensively used
on Brake Beam Hanger Bolts and
oil box bolts, as shown, and are
the only lock nut upon the mar-
ket that Avill stand up under this
test.

Grip Nuts Standard on Brake
Beams.

This cut shows car of which the enlarged sec-
tions are reproduced, showing Grip Nuts on the
draft rigging, box and column bolts, etc. The
greatest economy from Grip Nut application is
found on those cars where practically every bolt
and nut is protected by a Grip Nut.

GRIP NUTS.

This picture was taken 14 months after the Grip
Nuts were applied. The report is that not a nut
was loose; the test was entirely satisfactory and
that Grip Nuts will be generally used as a result
of this test.

The test was instituted and conducted by an offi-
cial of the mechanical department of a leading rail-
road whose name will be furnished to proper par-
ties by permission.

They are not a spring or jam nut but a locli nut. It is the only locli nut on the market that locks itself upon the threads of
the tolt, and no amount of vibration can loosen it.

New York
500 Fifth Avenue

Grip Nut Co.

Chicago
1575 Old Colony Bldg.

53

HALE & KILBURN

Lead the
World in

RAILWAY CAR SEATS,
STEEL DOORS, SASH
AND INTERIOR STEEL
CAR FINISH

Highest Possible Grade Through-
out. Original in Design. Simplest.
Strongest. iMechanically Correct.

Seats and Chairs for Steam and
Electric Railway Coaches, Parlor
and Sleeping Cars.

Seats and Seating for Surface,
Ele^•ated and Cnderground Railway
Cars. Rattan Seat Covering (can-
\-as-lined).

Hale & Kilburn Seats are Used
Almost LTniversally on the Steam
and Electric Railways of Xorth
America, and in most Foreign Coun-
tries,

Do not fail to specify Hale & Kil-
burn Seats and Steel Car Fittings.
They cost less ultimately than the
cheap imitations.

HALE & KILBURN CO.

PHILADELPHIA NEW YORK CHICAGO

SPECIAL REINFORCED BRAKESHOES
FOR STEAM AND ELECTRIC SERVICE

ANY WEARING FACE DESIRED

AMERICAN BRAKESHOE

New York MAHWAH, N. J. Chicago

AND FOUNDRY COMPANY

SAFETY EFFICIENCY ECONOMY

DIAMOND "S" WEARING FACE THE BEST

54

WOOD'S

Flexible Nipple End Air Brake Hose Protector

Prevents chafing and abrasion — causing a saving of from 40 to 50 per cent, in cost of
maintenance of air brake and signal hose. Practically indestructible. Can be removed from
old hose and applied to new hose.

THE MONOGRAM

Train Pipe Bracket and Angle Cock Holder

A perfect fastening for the end of train pipes, meeting all requirements of the
M. C. B. standards, making shifting impossible, correcting defects in air brake equipment
due to leaky train pipes.

Once applied reduces the cost of maintenance to a minimum.

i

i ' 1

i '

i

1

^^

1

1

piP

■jI^mI

^^^m ^^^^^1

1

i

' 1

1

^^W^^

* il

^^R

1

n

10

^r^?^

JZ

''■*'■' .d^^

t _.j

FRONT VIEW

SIDE VIEW

Mechanical Rubber Goods Inlaid Linoleum, Cocoa Matting

Car Vestibule Diaphragms Upholsterers Leather

P and W. Air Hose Preservative Rolled Steel Tie Plates

Copper Ferrules

GUILFORD S. WOOD

RAILWAY NECESSITIES
Great Northern Building CHICAGO

55

The National Standard
for Car Curtains
and Car Upholstery

Agasote

For Headlining, Wainscoting and

Interior Trim

AGASOTE has higher in-
sulation qualities against
heat and cold, than wood

It is waterproof, homoge-
neous in its composition,
and w^ill not warp, blister
or separate

Send for samples

The Pantasote Company

11 BROADWAY, NEW YORK

Fisher Bldg., Chicago, III.

797 Monadnock Bldg., San Francisco, Gal.

Jl

No Growth— No Buckling

The ilanchester positive plate, manu-
factured by this company, due to its
form of construction, keeps its original
size and shape throughout its life.

For over IS years Manchester positive
plates have been used in car lighting
service, are to-day better adapted than
ever for this use and are so recognized
by car lighting engineers.

The Electric storage BatteryCo.

PHILADELPHIA

New York Chicago Cleveland Detroit San Frauflsco
Boston St. Lonis Atlanta Denver Toronto

Scarritt-Comstock
Furniture Co.

St Louis, Mo*

Manufacturers of Car Seats

No. 69 Twin Reclining Chair. Standard on Western
and South Western Roads.

Nickel-Chrome Chilled Iron Car Wheel

1361 Frick Aimex, Pittsburgh, Pa,

500% Greater Strctii^tli of FLANGE than ordinary Cliilied

^YIleol nndrr T.nlHlrll Flange T;'St.

2007c Mor^ Milia.L;e nn BKUAV IND-WOITE '60 Ton Steel Cars

after Thix-e Years' Use.

Comparative Mileage Cost Based on Test

Eolle-l Ste(4 V.'he-^] to make 70,000 mileage

nfter two turnings 2oc 1000 mileage

Ordinary Cliilied Iron Wbeel to make 50.000

mileage, Cost of two wheels 16c lOOO mileage

Nickel-Chrome Chilled Wbeel to make

70,000 miieage 7 2-lOc 1000 mileage

OR IN OTHER WORDS
The N". C. WTieel is one third the cost of the stf^el wheel and
less than one half the cost of the ordinary chilled iron wheel.
Will make the matter of exchange on foreign roads satisfaetory.
Chemical, Mechanical and Service Tests furnished on application.

56

57

MMiymm^^Bn^:^

iliiiiliWKWifeRiliKiii

A man can learn

his own duties on

his

own road b^

strict attention to

business

but

to fit

h

mself

or (ither and

higher duties, he

must read.

The

RAILAVAY

AGE

GAZl'.TTE

is

published

in

the

interest

3 of th

; rai

way

men

who

\\

ant to

rise in their

profession.

The

suljscription

price

is $5.00 a year

to points

in

the

United

States

and

Mexico ;

$6.00

a

year t

;i Canada; $N.OO a

year to forei

.^'"

countries.

CAMEL COMPANY

332 South Michigan Avenue

Camel Forked I-Beam Carline

Camel Forked-Angle Carline

Camel Forked Pressed Steel Carline

For All Classes of Box Cars

See Fig. No. 877, page 548

Chicago, III.

J. M. HOPKINS, President

W. W. DARROW, Secretary

P. M. ELLIOTT, General Mgr.

Enameled Iron or

Porcelain Combined

Flush or Dry

Duner
Car Closets

Duner Company

101 So. Clinton Street, - CHICAGO

SEE PAGES 709, 710, 711.

CPECIALISTS in manufacturing
and formulating improved
methods for applying primers, sur-
facers and enamels for baked fin-
ishes— the most satisfactory protec-
tive coating for steel cars.

We extend to you a cordial in-
vitation to use our experimental de-
partment and the services of our
demonstrators.

The car baking oven taking the
entire car marks a new era in car
finishing. Write for description

The Kay & Ess Company

Dayton, Ohio

Makers of paint and varnish
specialties for railway work

K. & S. canvai roof Kascol oil

preservative Exterior caboose and

Congo locomotive finish Target enamel

58

.TO

Hutchins Car
Roofing Company

Established 1880

Chicago Detroit New York

Manufacturers

Hutchins All Steel— Steel
Carline Roof

Hutchins Outside Metal
Car Roof

Hutchins Inside Metal Car
Roof

Hutchins Plastic Roofs

Detroit Car Door

Hutchins Carlines

Si^B^UEXji: dVi-.^.

"GLOBE"

VENTILATORS

For ventilating- railway and electric
cars of all classes.

Strongly constructed and absolutely
storm proof, they can be relied upon for
dependable operation under all conditions
and are equally efficient placed in any
position and on any t3'pe of roof construc-
tion.

They are the standard of a majority of
the leading railroads, a list of which we
will furnish upon application.

Blue prints and models on request.

GLOBE VENTILATOR CO.

TROY, NEW YORK

Ashton Wheel Press

Recording Gages

give an accurate record of wheel fits on axles show-
ing the actual fit from start to finish, thus insuring
perfect mountings.

,0 n

0.~S:

Also High Grade Muffled and Open Pop Safety Valves,
Blow-Off Valves, Pressure Gages, Chime Whistles and
the Ashton Locomotive Recording Dynamometer.

The Ashton Valve Co.

BOSTON, MASS. CHICAGO, ILL.

271 Franklin St. 174 No. Market St

Feralun

Provides the most efficient and
durable anti-slip tread surface

Used for safety treads, stair treads,
car steps, etc.
Withstands action of heat

Does not burn, melt or crack. Used
for boiler doors, grate bars, etc.

Withstands abrasion

Wears four times as long as chilled
iron. Used for ash and coal con-
veying pipe, coal jig grates, culm
and slush pipe, rock and sand
chutes, etc.

Reduction of maintenance costs follows

the use of Feralun. Write for

information and catalogue

American Abrasive Metals Co.

50 Church St., New York, N. Y.

6Q

1812 Fried. Krupp, A.G. 1912

STEEL WORKS

Essen, Germany

Krupp Steel Tired Wheels

AND STEEL TIRES ON
LOCOMOTIVE DRIVING WHEELS

Give the Best Results In All Services

Experience in Steel making is vital.

Krupp has been making Steel for 100 years, and produces the best
grades of Steel made, and is not excelled by any other steel maker.

Use Krupp Tires and Wheels on your equipment and obtain the long
life and freedom from breakage, which is secured when using this make.

There is no better Tire made than the Krupp Crucible Steel Tire, and
Krupp is now rolling more of this grade than ever before. Crucible
Steel Tires, except those made by Krupp, are very few in number.

The Krupp Tires, whether of Crucible Steel or of Open Hearth Steel,
obtain their high-grade quality from the selected materials used, and from
the special manufacturing methods pursued. The results obtained by the
Krupp methods prove their superiority over those generally used.

Krupp invented the Weldless Rolled Steel Tire about 60 years ago,
and has been rolling Tires ever since.

Krupp supplies Rolled Steel Tires, Steel Tire Wheels of every descrip-
tion, Forged and Rolled Steel Wheels in one piece, Crank Axles, Crank
Shafts, Straight Shafts, Axles, Steel Forgings, Steel Castings, Steel Bars,
etc., of every kind, for Locomotives, Cars, Motor Cars, Steamships,
Steam Turbines, Gas Engines, etc.

Krupp is making a great many grades of Steel, including Carbon
Steels, Nickel Steels, Chrome Nickel Steels, Vanadium Steels, Chrome
Nickel Vanadium Steels, Manganese Steels, Silico Manganese Steels, etc.

USE KRUPP STEEL AND FEEL SECURE

The Krupp Works employ about 70,000 persons

AMERICAN REPRESENTATIVES

THOMAS PROSSER & SON

SIX"" .5 Gold street ZT" '"■

Chicago, III. New York City Mass.

61

Railway Utility Co.

Manufacturers of

Utility Car Ventilators

Utility Steam Hose Couplers

Utility Electric Vacuum Car Cleaners

Utility Automatic Freight Car Door Locks

Utility Electric Thermometer Control for Car Heating Systems

General Offices

The Rookery

See Pages 524, 553, 753, 754, 755.

Chicago

J. S. COFFIN, President

SAMUEL G. ALLEN, Vice-President C. L. WINEY, Sec. 4. Treas

FRANKLIN RAILWAY SUPPLY COMPANY

FRANKLIN FLEXIBLE METALLIC CAR ROOF

INTERIOR VIEW

An absolutely weather-proof, all metal roof; drainage through ridge
pole and carlines ', life of roof equal to life of a modern car.

Main Office:
30 Church Street, New York

Chicago Office:
332 S. Michigan Avenue

San Francisco Office:
795 Monadnock BIdg.

62

COACH ROOFS- ROOFRITE Waterproofed

Canvas for Passenger Car
Roofs, Cabs and Way Cars,
CAR ROOFING- ROOFRITE Plastic Car Roof-
ing for Freight and Refri-
gerator cars.
SILL COVMIING-ROOFRITE, cut to widths

and lengths required.
INSULATING PAPER- 90-lb. PER-BONA, for

Refrigerator & Produce
Cars.
Our protective products are stsin-
dard with the most prominent Railroads
and Private Car Owners in the Country.
If you are specifying for new or re-
pair work you will be interested in
their quality and efficiency.

We have a combined reference and
sample book that ought to be in your
office library. Send for it and we will
include one of our heavy marking pencils,
which Railroad men find so handy on
their desks.

THE LEHON COMPANY,
Manufacturers
PROTECTIVE PRODUCTS
Ro 0 f ing , Insul at ing ,
Fireproof ing and Waterproofing.
W. 45th St. near Western Ave., CHICAGO.

63

Truss formed in
one piece from
solid bar.

DAVIS SOLIDTRUSS BRAKE BEAMS

For freight and passenger cars, tenders
and high speed service, meet the follow-
ing specifications :

SERVICE EO»D AI CENTER OEELECIION

No. 2. Freight 12,000 pounds 1-16 incli

No. 3. freight 15,000 pounds 1-16 inch

No. 4. High Speed 30,000 pounds 1-16 inch

No. 4. high Speed 45,000 pounds 3-32 inch

DAVIS SOLID TRUSS BRAKE B[AM CO.
Wilmington, Delaware, U. S. A.

NATHAN H. DAVIS, - President
THOS. C. DAVIS, Vice-Pres. and Treas.
C. THEO BUCHHOLZ, - - Secretary

THE "BUFFALO" BOX

Lid Closes
Automatically

Dust Proof
Durable
Inter-
change-
able

Also Manufacturers of

Malleable Iron and Steel

Castings for Railroad

Purposes

See Fig. No. 1017, Page 590
For Detailed Drawing

Pratt 6 Letchworth Co.

Established 1848 Buffalo^ N. Y.

Standard Devices

THE McCORD JOURNAL BOX

THE McCORO SPRING DAMPENER

THE McCORD DRAFT GEAR

McCORD AND COMPANY

PEOPLES GAS BUILDING
CHICAGO

50 CHURCH STREET
NEW YORK

64

WESTINGHOUSE

AMERICAN AUTOMATIC
SLACK ADJUSTER

Promotes Maximum Brake
Efficiency by Maintaining

UNIFORM PISTON TRAVEL

No unnecessary wear of

adjuster parts, as device

remains at rest until ad- "'^^i*^

justment is required. /

For information address the

AMERICAN BRAKE COMPANY

ST. LOUIS, MO.

65

70% Reduction
In Power Cost

Has been made in many cases by using

Fairbanks-Morse Oil Engines

riicy s:i\"e yuu the difference lietween the
CdSt uf cheap, low grade oil distillates and that
of higher priced fuels.

\\ ill also operate economically on kerosene
or gasoline. Thoroughly reliable. Easy
starting".

Single unit, vertical or horizontal types up
to 500 H. P.

Power Plants up to 2,000 H. P. Write for
Catalog No. 1936PX.

Fairbanks, Morse & Co.

Wabash Avenue and Eldridge Place - Chicago, Ills.

Guillotine Plate Shears

Smallest Size —

for ys" jheets
Largest Size —
for P J " plates

Machine Tools fcr

PLATES,
BARS and
SHAPES

High Speed Punch

65 Strokes Per Minute

Sliaing hi'ivl r-.w
ries three puiich-
rs of (liEfei-LMit
diameters. each
punch gai,'geri, so
that tliere is no
( line lost in
I'lKinginj.' [Kinch-
'"^ and (lies.
MuioL- t,'pared -li-
rertly tn tet-th
i-iit in tiy wheel.

A valualdo Oist-
i-odnring tonl for
Strnt.'tural .'-'teel
Wi>iks. Steol Car
Shops, etc.

Large line of
\ arioiis sizes and
threat depth.-.

SjKX-ialists i n
SI eel Car Shr.p
>[ai liiiif^rv.

HILLES & JONES COMPANY

Wilmington, Del.

PiHsburgb Office, 201 Oliver Bide,

SHARON

COUPLERS

THE NATIONAL MALLEABLE CASTINGS CO.

Works at Cleveland

Additional Sales Offices in

Chicago
New York

Indianapolis
Philadelphia

Toledo
Washington

Sharon
San Francisco

Melrose Park
St. Paul

Also Manufacture

Tower Chicago

Climax Melrose

Latrobe Munton

and Vulcan

COUPLERS

and Repair Parts
for Same

U and % Size M. C. B.

Couplers for Logging,

Plantation, Mining

and Industrial

Equipment

MALLEABLE IRON CASTINGS

National Safety Car Door Fasteners.
National Brake Wheels.

National Washers.

National Brake Jaws.

National Dead Lever Guides.

National Safety Brake Levers.

National Safety Uncoupling Rod Clevis and Pin.

National Burglar-Proof Car Door Brackets.

Forsythe Hand and Rubble Car Wheels.

Dead Lever Guides. Floating Lever Brackets, Brake Lever

Pins, Brake Levers, .M. C. B. Brake Shoe Keys, Lower

Brake Connecting Rods, Push Rods for Air Brake

Cylinders, Refrigerator Car Door Hinges,

Socket, Floor and Nut Washers. Uncoup-

lin;^ Rod Clevises, Clevis Pins and Links,

Uncoupling Lever Brackets. Shop and

Track "S" Wrenches, Train Pipe

Hangers and Clamps, Steam

Hose Nipples and Clamps,

Coal Picks, Fire Shovels,

Air, Steam and Signal

Hose Clamps,

RAIL BRACES

TIE PLATES

Write for "Specialties Catalog No, IB"

National, Climax
and Side Hinge

JOURNAL BOXES

also Wedges and Lids
for Same

STEEL
CASTINGS

Goodman

Wrecking

Hooks
Driver

Brake

Shoes

66

The Importance

Of Standardizing

Air Brake Equipments

F

ROM a broad operating standpoint there is no question
so material to the railroads as the establishing of air
brake standards.

^ Greatly increased operating efficiency and greatly decreased
operating cost will follow the standardization of so important
a part of car and locomotive equipment as the air brake.

^ Rolling stock covers a vast and ever increasing territory.
In the interchange of cars between different systems it is
imperative that they be equipped with a standard air brake,
not only on account of ease of renewals and repair, reduction
in percentage of time cars and locomotives are idle, and of
carrying only one line of repair parts, but because greater
train unit efficiency must result.

^ For a generation Westinghouse Air Brakes have been
the accepted standards.

The building of brakes has been our
exclusive business for a lifetime.

Westinghouse Air Brake Co.

Pittsburgh, Pa.

«

A Saving of Time is
A Saving of Money

In absence of wheel pit, how much
time do you consume in replacing cen-
ter wheel of your six wheel trucks?

Reduce this time 50% to 607^, by
using Joyce No. 401 Full Automatic
Geared Coach Jacks. Run out your
truck without removing steps, and re-
place your center and end wheel in one
jacking of truck by using our No. 225
Full Automatic Special Truck Jack.

Write us for full information.

The JOYCE-CRIDLAND Co.

DAYTON, OHIO

No. 225 Special
Pull Automatic
Truck Jack.

Buda Positive Stop High Speed Ball
Bearing and Cone Bearing Jacks

Buda 40-ton Geared Ratchet Jacks
for car work

Buda 20-ton Double Acting Automatic
Lowering Jacks for car work

Builders of highest grade Motor Cars,

Motor Velocipedes and Railroad

Track Tools in general

Send for catalogue of articles
you are interested in.

See description of our goods
onpages 872,873,874,877,878.

The Buda Co.

New York Chicago St. Louis
W. A. Green

Caxton House Westminster, London

68

The Dahlstrom Organization, The
Largest Of Its Kind In The World, Can
Help You With Your Interiors For Pas-
senger Cars. Our Business Is To Use
Metal Where Precedent Calls For Wood.

Though we start with self-praise this is
not an egotistical advertisement. Those
engaged in the creating or erecting of
modern buildings throughout the land are
familiar with the word Dahlstrom and its
meaning.

In ciimmcnting nn one of iiur installa-
tions. Dankers Trust Company liuilding,
Xew York, .\rchitecture (Xew York] says:

"Tliis is another installation of the Dahl-
strom Products which can be tnithfully given
credit for making the first totally fireproof
building. Certainly no concern has been more
i"es|ionsib]e for bringing about the ideal fire-
proof Iniilding than has the Dahlstrom Metallic
I )(ior Cnmtiany."

It is daily becoming more widely known
that a lireproof building is an impossibility
so long as it is possible for the incipient
hre to eat its way out of the room in wdiieh
it originates; that steel interiors possess
other virtues of almost equal importance.

When the Pennsyh'ania and New York
Central Railroads added their respective
equipments of all steel type Pullman cars
it was the Dahlstrom Products that made
this type r.f car possible. The detinition
of the Dahlstrom Products, in a few words,
is that wherexer precedent calls for the use
of wood for interior finish we supply cold-
drawn steel or other metals in any pos-
sible or conceixable shape.

It is well to remcmljer that we arc the
originators, pioneers and largest producers
of metallic trim. A\'e have long experi-
ence and sincerely Ijelieve that we i)roducc
the best and most artistic products of
their kind possible.

To those at all interested we would lie
pleased to send descriptive literature or to
confer with you personally. You should
know more about us and what we make.

Dahlstrom Metallic Door Company

Executive Offices and Factories

48 Blackstone Ave., Jamestown, N. Y.

Branch Offices id All Principal Cities

COMMONWEALTH DEVICES

(Patented)

The Steel LTnderframe for Passeng-er-Train

Cars.

The riatform Integral
with flouhle Body
liolster.

The Upright End-Frame

for Pa.ssenger-Train Cars. |j|_|

The Donble liod)' Bolster /^S^^ ^\^^
for Passenger-Train Cars.

The Four-Wheel
Passenger-Train Truck.

The Six-Wheel
Passenger-Train Truck.

The Doulde Truck Center
Bolster.

The Truck Center Frame
for Repairs and
New Trucks.

The End Sill for
Passenger-Train Cars.

The Needle lieams for
Passenoer and Freight Car;

The Commonwealth Transom
Draft Gear for Freight Cars.

The Separable Body
Bolster for Freight Cars.

The Flory Carry Iron and
Striking' Palate.

The Tender Truck.

The Engine Trucks.

isijMaf

The Pilot Beams and
Tender Bumpers.

The Davis Counter-Balanced
Driving-AVheel Center.

The One-piece Tender
Frame.

l^©i — 1\ — m

The Self- Propelling
Weed Burner.

And CHher E.xcelleiit L.)e\'ices.

Commonwealth Steel Co., St. Louis, Mo.

69

Why It Pays To
"Look For "Goes" On A Wrench"

when you find '^Coes" on a wrench, it
means:

1) That the wrench is absolutely
guaranteed to give satisfaction.
(2) That it's 30% stronger and 30%
more durable than any other
make.

'3) That it's backed by a
68 year old reputation.
That's why every rail-
road man recom-
mends them and
why a million and
more ''Coes"
wrenches
were sold
last year.

The
Most
Durable
Wrench Made

Coes" steel handle
wrenches withstand abuse-
acid, water, steam, fire —
which would ruin the ordinary
wood handle wrench. Further-
more, ''Coes" wrenches are made in
five styles and 51 sizes to meet every
railroad need. To be sure of satisfac-
tion see that "Coes" is on the wrench you
buy.

Catalog upon request.

■A-

COES WRENCH CO., Worcester. Mass.

AGENTS :

J. c. Mccarty & co.

29 Murray St., New York City

J. H. GRAHAM & CO.
113 Chambers SI.. New York City

70

11

III

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