Part 4

This car is constructed with an unusually heavy frame in the superstructure and the underframe is designed to carry the loads from the side to the center construction which is amply strong to carry the entire load. Body is double constructed throughout and is insulated in a modern and thorough manner. Ice Boxes are located at each end and Brine Pans are also provided to aid in securing a low temperature. Doors are located at diagonal corners and three meat tracks run from door to door with switches so that the beef may be directed to any track at will. The car is designed with the object of loading halves of beef suspended from trolleys and left hanging in the car while in transit so that it may be quickly removed at destination. This greatly facilitates the loading and unloading of the beef. Thrust Bars are located at intervals to prevent the meat from swinging.

Gauge, 4 feet, 8½ inches. Length, 34 feet. Width, 9 feet, 2 inches. Height inside, 9 feet, 11 inches. Height from Rail to center of Coupler, 2 feet, 10½ inches. Center Sills built up of Steel Plates and Angles. Cross Bearers built up of Steel Plates and Angles. Automatic Couplers and Farlow Twin Spring Draft Gear. Westinghouse Automatic Air Brake. Trucks are of the Diamond Arch Bar Type. Bolsters built up of I-Beams and Plates. Wheels, 33-inch Chilled Cast Iron. Axles, Steel with 4¼ × 8 inch Journals. Journal Boxes, Malleable Iron. Truck Columns, Malleable Iron, with Brackets to suspend, Brake Beams which are all Metal Trussed Inside Hung. Spring Plank, Steel Channel. Springs in groups of 6 Single Coils. Weight of Car, 48,000 pounds.

CAMP CARS

For several years the necessity of providing economical, sanitary and convenient commissary and living accommodations for the employes of Lumber Camps has induced us to investigate fully the best equipment now in use for that purpose and has enabled us to design equipment of Portable Camp Trains to meet the requirements of individual operators.

These Portable Camps are being introduced and installed in nearly all large lumbering and railroad operations as they not only prevent many serious losses heretofore sustained by the destruction by fire of camp outfits but at the same time make it possible to keep the workmen's headquarters close to the work, thereby greatly increasing their physical efficiency.

[Sidenote: =Four Wheel Caboose=

_CODE "Spokane" Number 111_]

[Left Sidenote: =Eight Wheel Caboose=

_CODE "Empire" Number 145_]

Eight Wheel Caboose Car

Gauge, 4 feet, 8½ inches. Length over Body, 24 feet, 0 inches. Length over Platform, 29 feet, 0 inches. Width over Side Sills, 9 feet, 1½ inches. Height from Rail to center of Coupler, 2 feet, 10½ inches.

Four Wheel Caboose Car (WITH CUPOLA)

Gauge, 4 feet, 8½ inches. Length over Body, 14 feet, 10 inches. Length over Platform, 18 feet, 10 inches. Width over Side Sills, 9 feet, 1½ inches. Height from Rail to Drawbar (center) 2 feet, 10½ inches.

Other details on application.

[Sidenote:

Eight Wheel Combination Passenger Coach, Caboose and Baggage Car

_CODE "Newport" Number 118_]

[Left Sidenote:

Eight Wheel Combination Baggage Car and Caboose

_CODE "Skagit" Number 117_]

Gauge, 4 feet, 8½ inches. Length over Body, 30 feet. Length over Platform, 36 feet. Width over Side Sills, 9 feet, 1½ inches. Height from Rail to center of Drawbar, 2 feet, 10½ inches. Sills and Framing, Red Fir. Siding and Lining, Red Fir. Flooring, Red Fir. Roofing, Red Fir, covered with heavy Canvas Duck. Body Bolsters, all Metal built up. Automatic Couplers and Tandem Spring Draft Gear. Automatic Quick-Action Air Brakes. Standard Cupola arranged with Conductor's Desk and Revolving Chair on one side. Standard Cast Iron Caboose Stove. Baggage compartment occupies one-half of car. Baggage Room Doors hung on Rollers. Standard Platforms and Steps with Hand Brake Wheel at each end. Trunks, Rigid Diamond Arch Bar with Trussed Wood Bolster and Steel Channel Spring Plank. 33-inch Wheels and 4½ × 8-inch Journals. Outside hung Wood Trussed Brake Beams.

New Specifications

Length over Platform, 40 feet. Length inside, 33 feet. Length inside Passenger Compartment, 19 feet. Seating Capacity, 24 persons. Length inside Baggage Compartment, 9 feet. Length of Cupola, 5 feet. Equipment includes Stove, Toilet, Lockers, Conductors Valve and Air Gauge, Desk, Automatic Air Brakes and Couplers, Standard Arch Bar Trucks with full Elliptic Springs.

[Sidenote: _CODE "Ballast" Number 127_]

Ballast Cars for Standard Track Work

The car illustrated herewith is an 80,000 pounds capacity Center Dump Ballast Car with Center Bulkhead. The Doors are operated by Worm Gear so as to control the discharge of the load. The Draft Gear is Standard Tandem Spring Rig with M. C. B. Automatic Couplers.

Wooden Framed Ballast Car

A steadily increasing demand throughout the Northwest for better roadbeds has led us to build a very strong, serviceable Ballast Car for the use of contractors and privately owned railways.

Specifications of Standard Ballast Car (or Gondola)

The other illustration is of a car of 60,000 pounds capacity Center Dump Ballast with the ordinary Winding Shaft and Ratchet to operate the Doors. The special feature of this car is the Radical Draft Gear fitted with a Standard Automatic Coupler, as the car is operated around a curve of 35 foot radius, and the Center Bearing is a Ball-bearing mounted on Hemispherical Center which greatly reduces Flange wear on curves. The Wheels are Griffin "F. C. S." Street Car type Flange and Tread. The arrangement of the Hoppers is such as to confine the Dump within the rails, which prevents waste of gravel, etc. A number of these cars are in actual service and giving good satisfaction.

The prices of these cars have been made so reasonable as to place it within reach of all. Send for quotations.

[Sidenote: _CODE "Gondol" Number 149_]

Steel Frame Gondola Car

80,000 Pounds Capacity

The above illustration shows a 40-ton, side dump coal car, typical of those delivered by us to the Puget Sound Electric Ry. for use on their principal and subsidiary lines.

These cars have proved very satisfactory in service, being strongly constructed and built in a careful, workmanlike manner.

Specifications

Side bottom dump. Cubic capacity, 1,700 cubic feet. Length inside, 38 ft., 0 in. Length over end sills, 40 ft., 0 in.

Under frame, structural steel. Sides, Steel Truss frame with red fir plank. Floor, red fir plank, sloping from doors 30° up to ends.

Doors--Eight drop doors, discharging the load at each side outside of rail.

Draft Gear--Twin spring with automatic couplers.

Brakes--Westinghouse Automatic Air Brake. Two complete equipments. Hand brakes on both ends, operating on all wheels.

Angle of Trucks--To negotiate a curve of 40-foot radius.

Trucks--Bettendorf steel side frame cast steel bolsters. Wheels, 33 in., chilled cast iron. Steel axles with 5×9 Journals. Steel side bearings of extra length, to provide for sharp curves.

Safety Appliances--United States Standard.

TANK CARS FOR STANDARD USE

[Sidenote: _CODE "Tankcar" Number 128_]

=Oil Tank Car=

Oil Tank Car

(BUILT IN ANY CAPACITY, WITH ANY SIZE TANK, AND FOR ANY GAUGE)

Sills and Framing, Straight-grain Red Fir. Automatic Couplers, or Link and Pin Drawbar. Standard Draft Gear. Air Brakes and Hand Brakes. Steel Trucks with Rigid Frame Diamond Arch Bar and Steel Channel Spring Plank. Bolsters built up of Steel I-Beams. Standard Cast Iron Chilled Wheels fitted to Axles with Journals standard for the required capacity. Tanks can be furnished in any diameter and length, and length of car made to suit. Tanks securely anchored to Underframe and thoroughly braced. When required, Safety Valves are attached to Dome.

[Sidenote: _CODE "Steeltank" Number 129_]

Steel Frame Tank Car

California Type

Detailed Specifications

Capacity, 3000 gallons, 60,000 pounds.

This cut illustrates the underframe used in the Tank Car shown on page 54, number 128. The two main Center Sills are Steel Channel Beams with top and bottom Cover Plates. The Recess in the center receives a Bracket which projects down from the Tank into the Recess and prevents any movement of the Tank and obviates the necessity of blocking at ends, which is the frequent cause of a leaky tank. This car is designed to operate on the incline of 78% grade for the Yosemite Lumber Company, and for this reason the Dome is located on the uphill end. The Tank is fitted with Safety Valve, and the equipment includes Automatic Air Brakes and Couplers, Twin Spring Draft Gear, special Cast Steel Buffer Block and Cable Casting at one end for the purpose of lowering the car down the incline. The Cast Steel Truck Bolster is shown on page 37. The Trucks are Standard Arch Bar Trucks with 33 inch Chilled Cast Iron Wheels.

[Sidenote: _CODE "Canecar" Number 131_]

=Standard Cane Car=

=Capacity 12 Tons=

Gauge, 3 feet, 0 inches. Length over End Sills, 30 feet. Width over Side Sills, 7 feet. Height of Partitions, 5 feet. Height from Rail to center of Drawbar, 21 inches.

Sills and Framing, Straight Grain Red Fir.

Body Bolsters, Fir Trussed.

Cast Iron Link and Pin Drawbar with Standard Single Spring Draft Gear.

Brakes applied to the Wheels of one Truck only, with Hand Brake at one end.

Steel Trucks with Rigid Frame Diamond Arch Bar and Steel Channel Spring Plank.

Truck Bolsters built up of Steel I-Beams.

Brake Beams all Metal inside hung.

Wheels, 24-inch Chilled Cast Iron fitted on Axles with 2¾ × 5 inch Journals.

The Superstructure has Slatted Sides with Solid Partitions.

This car can be furnished in any capacity.

[Sidenote: _CODE "Chicoal" Number 132_]

=Four Wheel Coal Car=

=Built for Export to China=

Capacity, 10 Tons. Gauge, 4 feet, 8½ inches. Weight of car, 11,600 pounds. Length inside, 15 feet. Width inside, 7 feet, 7 inches. Height inside Box, 3 feet, 8 inches. Height from Rail to center of Drawbar, 3 feet, 7 inches. Sills and Framing, Red Fir. Automatic Couplers and Standard Draft Gear. Brake Shoes applied to all Wheels with Hand Brake at one end. Doors on each side of car, hinged at top and arranged to swing out. Wheels, 33 inch Chilled Cast Iron, fitted on Axles with 4¼ × 8 inch Journals. Standard Pedestals with Springs over Journal Box. This car can be furnished in any capacity or gauge.

DEPARTMENT OF CONTRACTORS AND MINING EQUIPMENT

The rapid development of Alaska's mineral resources, assisted by the recent action of Congress providing for the construction of Government railroads in that territory, has led to the organization of a Department in our shop devoted exclusively to the construction of equipment to meet the demand for specially designed Mine Cars, and cars used in development work.

[Sidenote: _CODE "Premier" Number 146_]

=All Steel 1 1-2 Yard Two-Way Side Dump Car=

[Sidenote: _CODE "Premier" Number 146_]

=All Steel 1 1-2 Yard Two-Way Side Dump Car=

All Steel 1 1-2 Yard Two-Way Side Dump Car

This dump car is particularly adapted for use in quarries in connection with lime or cement works, where a light easy running car is required. The body and truck frame is unusually rigid for a small capacity car, which adds much to its life. The body of the car is built of steel plate strongly braced with steel angles and the top rocker bearing is a steel casting. The bottom bearing is a forged jaw with a square shank which sets into a recess in the truck frame in such a manner that it cannot raise in dumping, but the body may be lifted from the trucks without removing any bolts or keys. The object of this construction is that the body will become separated from the truck in case the car is derailed and rolls down an embankment permitting the two parts to be handled with little difficulty. The angle of dump is ample to clear the load and the door is free to swing permitting a free discharge of the load without bringing any shock upon the door, which in the case of the door being held in a fixed position often causes an upset car and the consequent disabling of the car. The door closes and locks automatically as the body is righted. The truck frame is built of steel I-beams and channels and the drawhead is a heavy forging and fitted with draft springs. One man may easily dump the loaded car and bring the body back into position. The wheels are 16-inch chilled cast iron.

[Sidenote: _CODE "Canal" Number 157_]

=Four Yard Two-Way Side Dump Car=

Four-Yard Two-Way Side Dump Car

(CAPACITY 4 CUBIC YARDS)

Gauge, 3 feet, 0 inches. Length of Bed inside, 9 feet 0 inches. Width of Bed inside, 7 feet, 10 inches. Depth of Bed inside, 1 foot, 9 inches. Top of Rail to Top of Floor, 3 feet, 9 inches. Top of Rail to Top of Side, 5 feet, 6 inches. Top of Rail to Center of Drawbar, 24 inches.

Wheel Base, 4 feet, 6 inches. Size of Wheel, 18 inches. Size of Journal, 2¾×6 inches.

Double Diamond Frame Truck.

Springs over Journal Boxes.

Steel I-Beam Cross Sills.

Fir Draft Timbers.

Link and Pin Drawbar fitted with Single Spring Draft Rig.

Bottom Rocker Bearing is formed of Press Steel and securely braced to Truck frame with Iron Bar. Top Rocker Bearing is a Heavy Forging.

The Bed is Strongly Braced with Steel Angle Irons and Cross Truss Bars.

The doors are arranged for a Wide Opening and so hinged that the door will offer no resistance to large obstructions, and so obviates any tendency to overturn the car when dumping. As the Car Body is brought to an upright position the doors close automatically. The angle of dump is sufficient to discharge the entire load without shoveling.

Approximate weight 5500 pounds.

[Sidenote: _CODE "Alaska" Number 165_]

=Automatic Dump=

=Ore Car=

Automatic Dump Ore Car

All Steel one way side dump Ore Car arranged to dump automatically when the car arrives at the chute. Can be built in any capacity up to 4 yards.

The floor is built double with a wood cushion between the steel plates.

[Sidenote: _CODE "Canal" Number 165_]

=Automatic Dump Car=

=3 Yard Capacity=

Three Yard Automatic Dump Car

The illustrations shown herewith are taken from actual operations on the Lake Washington canal. They show the car just prior to coming in contact with the release block, which is located between the rails. This block trips a lever and upsets the car by means of guide bars that automatically tilt it to the side and raise the corresponding side shutter allowing the load to discharge quickly and freely as shown in Figure 2.

The car is restored to the upright position by means of a similar block located outside the rail which comes in contact with the guide just at the desired point and throws the car back into place where it is securely locked until ready to be dumped again.

The simplicity and efficiency of this device are self evident. It is operated entirely by gravity. It unloads and recovers without any labor or supervision. It is positive in its operation and its simplicity obviates its getting out of order.

[Sidenote: _CODE "Incline" Number 314_]

=Incline Bottom Quarry Car=

=3 Yard Capacity=

Incline Bottom Quarry Car

(3 YARD CAPACITY)

All Steel Incline Bottom one way side Dump Car for use in Quarry. Can be built in various gauges and up to 3 yard capacity. A convenient car around a cement plant or lime kiln where a one way dump can be used.

[Sidenote: _CODE "Utility" Number 166_]

Standard Mining Car

Lever Latch

This car is a standard such as is used in medium low veins and is constructed of fir so that it may be easily repaired at the mine. It can be changed in any way to suit the individual operator.

[Sidenote: _CODE "Carbon" Number 167_]

Combination Mining Car

Wood and Steel Construction

This car is for use in comparatively deep veins and has steel sides and end. The door is of fir. Wheels are self oiling.

[Sidenote: _CODE "Carhan" Number 137_]

Standard Section Hand Car

(CAPACITY 35 CUBIC FEET)

This cut shows Car built for Standard 4 feet 8½ inch Gauge. We make ten different styles of Hand Cars, Standard and Special, and can make them any Gauge desired.

Platform, 6 feet long, 4 feet, 4 inches wide. Axles, 15 inches. Wheels, 20 inches diameter.

Pressed Steel Wheels furnished unless otherwise specified. Weight, 510 lbs., packed for export, 750 lbs.

[Sidenote: _CODE "Pushcar" Number 135_]

Push Car

This car is made in capacities of from one to three tons. The frame is strongly trussed and braced. This Push Car is also built without decking and with the Cross Sills covered with Steel Plate.

Gauge, 4 feet, 8½ inches. Platform 7 feet long by 5 feet, 7½ inches wide.

Wheels, 20-inch Pressed Steel.

Framing and deck of Red Fir.

Two Sills project as Handles at ends. Weight approximately 700 pounds.

[Sidenote: _CODE "Railcar" Number 134_]

Extra Heavy Track Laying or Rail Car

(CAPACITY 10 TO 12 TONS)

Frame 8 feet long, 6 feet 7½ inches wide, reinforced by Tie-rods; Cross Beams faced with flat Steel Bars; Axles 3 inches diameter. Wheels 16 inches diameter, 6 inch Tread.

Stout Hooks for pulling Car are provided, one at each corner, and Heavy Rings on each side for lifting with Derrick; Two Rollers at each end to facilitate handling iron.

Weight, 1620 pounds; packed for export, 1850 pounds, 112 cubic feet.

This car can be made any Gauge desired.

[Sidenote: _CODE "Fortify" Number 118_]

Seven-Ton All Steel Tram Car

_Built for U. S. Government, for use at Fortifications_

Gauge, 3 feet, 0 inches. Length over ends, 6 feet, 6 inches. Width over sides, 4 feet 6 inches. Height from rail to top of deck, 21 inches.

Sills Steel Channels, Decking Steel Plate.

Steel Axles, 2¾×5 inch Journals, Pedestal Journal Box with Cold Rolled Steel Roller Bearings.

16-inch Chilled Cast Iron Wheels.

Weight approximately 3,300 pounds.

[Sidenote: _CODE "Briquette" Number 156_]

Heavy Stone and Brick Car

We build these in any size for standard or special gauge track.

The car illustrated has 10 tons capacity and a platform 5×10 feet. These cars are designed for carrying stone or brick. The woodwork is of first grade Douglas Fir.

[Sidenote: _CODE "Alascar" Number 157_]

Miner's Tram Car, Iditarod Type

(CAPACITY 4 TONS)

The illustration shows a car which has met with the hearty approbation of Alaska miners. It is constructed very strongly of Douglas Fir reinforced with iron straps. It is equipped with positive acting hand brake, and will be found very useful for handling bulky loads.

[Sidenote: _CODE "Kildry" Number 158_]

Dry Kiln Tram Car

Steel framed Tram Car constructed of very heavy iron reinforced for heavy duty. Platform 12×4 feet.

This car was designed primarily for running loads to the dry kiln, but it will be found adaptable for many other purposes around yards and mills.

We build these to handle up to 5,000 feet B. M. in short or long lengths. Any gauge.

[Sidenote: _CODE "Barcar" Number 159_]

Bar Iron Tram Car

These cars are employed in foundries and rolling mills to move billets, bars and other materials.

They are the product of our engineering department and are based upon the actual operations of similar concerns.

The car shown is 8 feet long with a 5 ton capacity.

[Sidenote: _CODE "Coal" Number 126_]

=Coal Mine Car=

=Capacity 32 cubic feet=

Coal Mine Car

(CAPACITY 32 CUBIC FEET)

Gauge, 2 feet, 6 inches. Length inside, 5 feet, 10 inches. Width inside at bottom, 2 feet. Depth inside, 2 feet, 5 inches. Top of rail to top of side, 3 feet, 4 inches. Floor Plank, 2-inch Red Fir. Side and End Plank, 1¾ inch Red Fir. 12-inch Cast Iron Wheels. Weight of car, approximately 1,000 lbs.

Some Facts About Railroad Building

Curves

The simplest way of designating a railroad curve is by giving the length of the radius--_i. e._, the distance from the center to the outside of the circle, or one-half the diameter. The shorter the radius the sharper the curve. The length of the radius is usually stated in feet; but English engineers often state the radius in chains (one chain = 66 feet). The length of the radius of a railroad curve is measured to the center of the track.

Civil engineers designate railway curves by degrees (using the sign ° for degrees and " for minutes, there being 60 minutes in one degree). The sharpness of the curve is determined by the "degree of curve," or the number of degrees of the central angle subtended by a chord of 100 feet. Or, in other words, let two lines start from the center of a circle in the shape of a V, so that the angle at the point of the V is one degree (equivalent to 1/360 of a complete circle), then, if the two sides of the V are prolonged until they are 100 feet apart, any part of a circle made by using one of these lines for its radius is a "one-degree curve." The exact length of radius which with an angle of one degree has a chord of 100 feet is found to be 5,729.65 feet. For sake of convenience 5,730 feet is usually taken as the radius of a one-degree curve. If the angle at the point of the V is two degrees and the sides are prolonged until 100 feet apart, the length of each side is (almost exactly) one-half as long as when the angle is one degree, or one-half of 5,730==2,865 feet. For a three-degree curve the radius is one-third of 5,730; for a four-degree curve one-fourth of 5,730; and so on. For perfect exactness the length of 100 feet should be measured not along a straight line connecting the ends of the V, but along the line of the circle of which the sides of the V are radii--_i. e._, the arc should be used and not the chord. The difference, however, is so slight for any curves ordinarily used on main lines of standard gauge railroad as to be ignored in practice. But for extremely sharp curves, such as our locomotives both wide and narrow gauge are built for, a considerable mathematical error would be involved by the use of 100-foot chords and calculating the length of the radius by dividing 5,730 by the degree of curve. The ratio of this error increases with the degree of curve, since the error is caused by neglecting the difference between the length of the chord and of the arc (_e. g._, a 60-degree curve and 100-foot chord mathematically compels 100-feet radius instead of 95½ feet; a 90-degree curve and 100-foot chord, 71+feet radius instead of 63.6 feet).

In practice, however, the formula of dividing 5,730 by the degree of curve (R==5730/D) is almost universally used, and the mathematical error is avoided by using two 50-foot chords for curves ranging from 10 to 16 degrees, and four 25-foot chords for curves ranging from 17 to 30 degrees, and further sub-dividing for sharper curves, since this almost exactly balances the error, and it is also a practical necessity in laying out sharp curves to use short chords.