Long Island Steel Car

Long Island Steel Car—Side View placed in service by the end of the year. Fifty additional motorpassenger cars are now being built. The baggage and combina-tion cars also have been received and placed in service. The new steel cars differ from the older cars in many im-portant details of design and equipment. In the followingdescription frequent references to differences between the oldand new cars will be found. For a complete description of theold cars the reader is referred to the issues of the StreetRailway Journal for Aug. 11 and 18, 1906. As the old carsare 41 ft. long over body corner posts and the new cars are54 ft. 6*4 in. long, they will be referred to respectively as the41-ft. cars and the 54-ft. cars in making comparisons. The 54-ft. cars are the new Pennsylvania Railroad standarddesign for suburban passenger service with some slight modifi-cations in the vestibules and other details to permit the instal-lation of the necessary electrical equipment.


There are32 double seats and 4 single corner seats, giving a total seatingcapacity for 72 people. A toilet room containing a dry hopperis built in one end of most of the passenger and combinationcars. UNDER FRAMING The distinguishing feature of the underframing of the 54-ft.cars is the use of a heavy box girder center sill to which theload carried by the sides is transmitted by two cantileverswhich take the place of body bolsters. These cantilevers arebox girders with continuous top and bottom plates which passover and under the center sill. They are spaced 13 ft. 3 in.from the center of the car and the overhang beyond them tothe end sills is 13 ft. 10% in. The vertical load on the centersill, therefore, is very evenly distributed, as are also the loadscarried by the sides. The box girder center sill is built up oftwo 9-in. 15-lb. channels spaced 1634 in. apart, a top plate 54 in-

B. R. & P.railroad Caboose

The Assembled Steel Frame of the B. R. & P. Caboose Steel Frame Cnboose for the Bi:ffalo. Rochester & Pittsburgh flooring is I-4 in. thick and is laid on paper. Above this isplaced another layer of paper on which is laid the top floor ofs-in. material running lengthwise of the car. The roof is laid on 2J4 in. by 2;4 in- wood carlines, which arebolted to the angle carlines. It consists of one thickness ofwood sheathing covered with No. 8 canvas. Tool boxes are placed under the center of the car on bothsides. These are 5 ft. 8 in. in length by 17 9/16 in. in depth by 304 RA11.\\.\\ AGE GAZETTE, MECHAXICAL EDFION Vol. S9, No. 6 15 in. in height, and are closed by side doors which are hingedat the top. These boxes have a steel frame inade up of J4 ■•end plates, which are flanged both top and bottom, and 2 in.by 2 in. by /i in. angles. The end plates are riveted at the topto the flange of the pressed steel crossties and are connectedat the bottom by the angles.

Fig- 55 Ore Car

Fig- 55 Ore Car. Structural Steel. Capacity, 100,000 lbs. Weight, 32,200 lbs. Standard Steel Car Co., Builders. (Drawings of this car ate shoxvn in Figs. 439-442.)

PASSENGER LOCOMOTIVE FOR THE EASTERN RAILWAY OF FRANCE

EIGHT-WHEEL PASSENGER LOCOMOTIVE FOR THE EASTERN RAILWAY OF FRANCE. Quirigua, the ancient Maya city of whatis now a tropical jungle of Guatemala,sixty miles inland from the CaribbeanSea. This city is being uncovered from thedebris and growth of centuries by E. L.Hewett, of the Archaeological Instituteof America, whose researches have addedgreatly t the antiquities already in thepossession of the institute. The temple walls and hieroglyphic-covered monuments already brought tolight are claimed to show a civilizationsuperior to that of ancient Egypt, andthe city is thought to have flourished inthe time of old Rome. The conditions of existence in ancientGuatemala were said to resemble thoseof ancient Egypt except that there wasno great river, and the resulting civiliza-tion was similar. It will be interestingto receive particulars of the tools andimplements used among these pi< neerAmericans, and it is expected that therewill be an exhibition at an earlv date.

The work- Weight in working order—Engine,55 tons, 17 cwt. 2 qrs.; tender, 43 tons,12 cwt. 1 qr.; total weight, 99 tons, 9cwt. 3 qrs. Railway Extension in China. We have received letters repeatedlyfrom railway men troubled with the wan-derlust asking what prospects there wouldbe for them in China, where considerablerailway extension is in progress. Ourearnest advice to these people is staywhere the stars and stripes wave overrailroad operating methods with whichyou are familiar. In reply to questions about railway ex-tension in China we quote a late reportfrom Consul General Bergholz, Canton,published in the Daily Consular Reportas follows: The destiny of the Canton-Macao Rail-way lies with a group of local Chinese,who are now advertising in native papersfor capital with fair success.

All-Steel Suburban Electric Car

All-Steel Suburban Electric Car in Which Pressed Steel Shapes are Liberally Used. The height from the rail to the top of the roof is about 13 ft.3^ in. The passenger cars have a seating capacity of 78, whilethe combination car seats 54 passengers and include a baggagecompartment 16 ft. 5 in. long. They were designed in the officeof L. B. Stillwell. consulting electrical engineer of the road, andwere built by the Pressed Steel Car Company. As is generally believed to be advisable for multiple unit opera- include the lower deck carlines. The posts are riveted to thefacing throughout their length and are secured to the under-frame by gussets connecting them to the cross bearers. Theconstruction and arrangement at this point is clearly sh)wnin one of the photographs. The joint between the pressed steelunits at the top is stiffened and reinforced by intermediate lowerdeck carlines of pressed steel.

Consolidation Locomotives for the Western Maryland

Consolidation Locomotives for the Western Maryland Weight and Tractive Effort Establish New Records forThis Type—Tender of 15,000 Gallons Capacity Used THE design of locomotives adapted to special operatingconditions has led to the development of some notableexamples of the standard types of freight and passen-ger power. A striking illustration of the high tractive effortthat can be secured with a restricted wheel base is found inthe Consolidation locomotives recently built for the WesternMaryland by the Baldwin Locomotive Works. These en-gines have a rated tractive effort of 68,200 lb., the weight ondrivers being 268,200 lb. or 67,050 lb. per pair of drivers.In these particulars they exceed any engines of either theConsolidation or Mikado types heretofore constructed by thebuilder. During the past ten years the Consolidation has beenlargely displaced by the Mikado and in view of the selectionof the former type by the Western Maryland,

while with the combustion chamber it was 74 per cent. The saving in fuel effected by the combustion chamber isso large that it would probably far outweigh the increasedcost of repairs in any boiler of reasonably good design. Fre-quent cracking of the combustion chamber sheets is probablydue to too rigid construction which under ordinary condi-tions can be overcome quite readily by the use of flexible stay-bolts. Another important cause of failure may be the poormaterial that has been accepted under the specifications pre-pared during the war. However serious the trouble may be,an attempt should be made to determine the cause and cor-rect it in order to avoid sacrificing the improved boiler effi-ciency which is obtained by the use of combustion chambers. The Illinois Central made a record for passenger train per-formance during the month of May, when a total of 13,567 trainswere operated, 13,461, or 92.2 per cent., of which maintainedscheduled time.

ATLANTIC TYPE PASSENGER LOCOMOTIVE

ATLANTIC TYPE PASSENGER LOCOMOTIVE, WITH WIDE FIREBOX-BALTIMORE & OHIO RAILROAD. J. N. Barr, Mechanical Superintendent. Baldwin Locomotivk Wonxs, Builder: Cylinders : 15 and 25 \ 2S in. Wheels: Driving 78in.; engine truck 33in.; Weights: Total of engine 149,6001bs.; on drivers Urate area and tubes: Grate area 42.5 sq. ft. Firebox: Length 112 in.; width 60 in Boiler: type, straight •. radial staying. Heating surface . Tubes 2,513sq.ft.; firebox 150sq,ft.; total Wheelbase: Driving 6ft.9in.; total of engine 25fL7in.; engine and tender Tender : Eight-wheel; water capacity 5.000 gals.; coal capacity 8 tons Boiler pressure 200 lbs. trailing wheels 48 in.; tender wheels 36 In. 83,400 lbs.; total engine and tender... 249,000 lbs. Tubes 300; 2 in., 16ft. 1 in long. depthoffront 64in.; back 62in. Diameter. 2.663 so. ft .62 i63sq. ft.ft. 6% in.


aver-age speeds the trains of that country are wonderfully fast. Mr.Rous-Martin says: All over Germany and Belgium, and, Ibelieve, also in Holland and Austria-Hungary, the maximumspeed is rigorously limited to about 56 miles per hour. I under-stand that a similar restriction exists on the East Railway ofFrance and it also does—or did until very recently—on theFrench Western line. For a long time the Chemin de Fer duNord stood alone in France in being permitted to run at 74.5miles an hour, but this is now sanctioned also on the Orleans,Est and Midi lines. The Orleans Railway was limited to 70 milesan hour, up to a little more than a year ago, and the Paris-Lyons Mediteranee 62.1 miles an hour. I believe that on thelatter railway this limit has lately been extended, and on theNord line a speed of 77.6 miles may be run on special occa-sions by direct permission.