PREFACE.

This is the fifth revised edition of the Car Builders' Dictionary since its first publication in 1879. The first edition was seven years in preparation. Five years after it was published, it was necessary to revise it for the first time. Eleven years elapsed before it was done again, in 1895, and eight years before the third revision, in 1903. The fourth revision, in 1906, was a thorough one. The present, 1909, edition shows the continuing tendency to increase in size, although all types and patterns known to be out of date are excluded. The general arrangement has been carefully preserved, with some minor changes which it seemed proper to make. In view of the publication of the Locomotive Diction- ary along similar lines to this book, all references to devices and parts of devices belonging directly to the locomotive or tender have been taken out.

The illustrations of typical British cars, shown on pages 617 to 660, are interesting, and we regret that they are not more nearly complete. British practice differs in many respects from American practice and it is widely followed throughout the world, in the British colonies and elsewhere. Makers of railway equipment in seeking foreign markets find themselves confronted

with the problem of adapting their devices to existing standards and dimensions of each country. The illus- trations give a good general idea of the dimensions and principal constructive features of the standard designs of cars used in Great Britain. It has been impossible to illustrate them in detail to such an extent as has been done with American practice.

The revision of the definitions has been made with a view of eliminating superfluous and obsolete matter, changing the wording of definitions of such terms as have gradually taken on a new meaning, and adding definitions of terms and parts which have come into general usage during the last few years.

The members of the Supervising Committee ap- pointed by the Master Car Builders' Association, Mr. C. A. Seley, Mr. H. F. Ball and Mr. J. E. Muhlfeld, have given the benefit of their wide experience in mak- ing many suggestions for the improvement of the book and, what has been far more helpful, their hearty sup- port and encouragement. Acknowledgments are grate- fully made to them.

F. E. L.

New York, November, 1909.

DIRECTIONS

For Using the Car Builders' Dictionary.

To find the meaning of a given word or term, refer to it in the alphabetical list which constitutes the first half of the book, where a definition similar to those con- tained in ordinary dictionaries and a reference to some engraving illustrating the object — if it is capable of such illustraton — will usually be found.

To find the name of a car, or part of a car, examine the alphabetical list of the different classes of engravings in the index which immediately precedes them, until the class is found to which the object looked for belongs, bearing in mind the system of alphabetical classification for the engravings, which is as follows:

CARS, CAR BODIES, CAR BODY DETAILS, CAR FURNISHINGS, TRUCKS AND TRUCK DETAILS, M. C. B. STANDARDS AND

RECOMMENDED PRACTICE, HAND CARS, ELECTRIC

CARS, BRITISH CARS, CAR SHOP MACHINERY.

By referring to the engravings included in that class a representation of the part or object sought will be found with either its name underneath or a reference number or letter by which number or letter the name may be learned from the list of names of parts accompanying the illustration and usually to be found in the immediate vicinity.

CLASSIFIED INDEX TO ADVERTISEMENTS.

(For Alphabetical Index see page following last page of illustrations.)

AIR BRAKE APPARATUS:

Westinghouse Air Brake Co., Pittsburg, Pa.

AIR COMPRESSORS: Chicago Pneumatic Tool Co., Chicago, 111.

AIR BRAKE CORD:

Samson Cordage Works, Boston, Mass.

AIR BRAKE HOSE:

Boston Belting Co., Boston. Mass.

ASBESTOS PROTECTED METAL SHEETS: Asbestos Protected Metal Co., Canton, Mass.

AXLES:

Baume & Marpent, Ltd., Haine-St. Pierre,

Belgium. Bettendorf Axle Co., Davenport, la. Cleveland City Forge & Iron Co., Cleveland,

O. Gould Coupler Co., New York, N. Y. Russel Wheel & Foundry Co., Detroit, Mich.

BAGGAGE RACKS:

Adams & Westlake Co., Chicago, 111.

Dayton Mfg. Co., Dayton, 0.

Howard & Co., James L., Hartford, Conn.

BATTERIES, STORAGE:

Electric Storage Battery Co., Philadelphia.

Pa. Gould Storage Battery Co., New York, N. Y. United States Light & Heating Co., New

York. N. Y.

SEABINGS (CENTER AND SIDE):

American Steel Foundries, Chicago, 111.

Cardwell Mfg. Co., Chicago, 111.

Chicago Railway Equipment Co., Chicago, 111.

Gould Coupler Co., New York, N. Y.

Joliet Railway Supplv Co., Joliet, 111.

Miner Co., W. H., Chicago, 111.

Symington Co., T. H., Baltimore, Md.

U. S. Metal & Mfg. Co., New York, N. I.

Western Railway Equipment Co., St Louis.

Mo. Woods & Co.. Edwin S., Chicago, 111.

BELL AND SIGNAL CORD:

Samson Cordage Works, Boston, Mass.

BELL CORD COUPLING:

Samson Cordage Works, Boston, Mass.

BELTING (RUBBER):

Boston Belling Co., Boston, Mass.

BOLSTERS:

American Steel Foundries, Chicago, 111. Bettendorf Axle Co., Davenport, la. Chicago Railway Equipment Co., Chicago, 111. Commonwealth Steel Co., St. Louis, Mo Gould Coupler Co., New York, N. Y.

BRAKES:

(See Air Brakes and Electric Brakes).

BRAKE BEAMS:

American Steel Foundries, Chicago, 111. Buffalo Brake Beam Co., New York, N. Y. Chicago Railway Equipment Co., Chicago, 111. Davis Solid Truss Brake Beam Co., Wil- mington, Del. Joliet Railway Supply Co., Joliet, 111.

BRAKE CYLINDER LUBRICATORS:

Emery Pneumatic Lubricator Co., St. Louis, Mo.

BRAKE JAWS:

Chicago Railway Equipment Co., Chicago, 111. Cleveland City Forge & Iron Co., Cleveland,

O. U. S. Metal & Mfg. Co., New York, N. Y. Western Railway Equipment Co., St. Louis,

Mo.

BRAKE LEVERS:

Cleveland City Forge & Iron Co.. Cleveland, O. Forsythe Steel Tie Co., Pittsburg, Pa.

BRAKE SHOES:

American Brake Shoe & Foundry Co., Mah-

wah, N. J. Railway Materials Co., Chicago, 111.

BRAKE SHOE KEYS:

Forsythe Steel Tie Co., Pittsburg, Pa.

BRAKE SLACK ADJUSTERS:

American Brake Co., St. Louis, Mo. Chicago Railway Equipment Co., Chicago, 111. Western Railway Equipment Co., St. Louis, Mo.

BUMPING POSTS:

McCord & Co., Chicago. 111.

CABLES, ELECTRIC: Kerite Insulated Wire & Cable Co., New York, N. Y.

CAR CLOSETS:

(See Water Closets.)

CAR CURTAINS:

Curtain Supply Co., Chicago, 111. Pantasote Co.. New York. N. Y.

CAR DOORS:

Fitz-Hugh, Luther Co., Chicago, 111. Hicks Locomotive & Car Works, Chicago, 111. McGuire-Cummlugs Mfg. Co., Chicago, 111. U. S. Metal & Mfg. Co.. Chicago, 111. Western Railway Equipment Co., St. Louis, Mo.

CAR DOOR FASTENERS (FREIGHT):

National Malleable Castings Co., Cleveland, 0. Western Railway Equipment Co., St. Louis, Mo.

CARS (FREIGHT) :

American Car & Foundry Co., New York,

N. Y. Barney & Smith Car Co., Dayton, O. Laume & Marpent, Ltd., Haine-St. Pierre,

Belgium. Bettendorf Axle Co., Davenport, la. Brill Co., J. G., Philadelphia, Pa. Clark Car Co., Pittsburg, Pa. Fits-Hugh, Luther Co., Chicago. 111. Goodwin Car Co., New York, N. Y. Hicks Locomotive & Car Works, Chicago, 111. Joliet Steel Car Mfg. Co., Joliet, 111. McGuire-Cummlngs Mfg. Co., Chicago, 111. i'ressed Steel Car Co., Pittsburg, Pa. Ralston Steel Car Co., Columbus, Ohio. Hussel Wheel & Foundry Co., Detroit, Mich, standard Steel Car Co., Pittsburg, Pa. Western Steel Car & Foundry Co., Chicago.

HI. Whipple Car Co., Chicago, 111.

CARS (MISCELLANEOUS) :

American Car & Foundry Co., New York,

N. Y. Baume & Marpent, Ltd., Haine-St. Pierre,

Belgium. Bettendorf Axle Co., Davenport, la. Brill Co., J. G., Philadelphia, Pa. Fitz-Hugh, Luther Co., Chicago, 111. McGuire-Cummings Mfg. Co.. Chicago, 111. Pressed Steel Car Co., Pittsburg, Pa. Russel Wheel & Foundry Co., Detroit, Mich.

CARS (PASSENGER):

American Car & Foundry Co., New York,

N. Y. Barney & Smith Car Co., Dayton, O. Brill Co., J. G., Philadelphia, Pa. Fitz-Hugh, Luther Co., Chicago, 111. Harlan & Hollingsworth Corpc, Wilmington,

Del. Hicks Locomotive & Car Works, Chicago, 111. Pressed Steel Car Co., Pittsburg, Pa. Standard Steel Car Co., Pittsburg, Pa. Wason Mfg. Co., Springfield, Mass.

CARS, REPAIRED AND REBUILT: Fitz-Hugh, Luther Co., Chicago, 111. Hicks Locomotive & Car Works, Chicago, 111. Whipple Car Co., Chicago, 111.

OAR SHOP MACHINERY:

(See Wood Working Machinery.)

OAR FLOORING: American Mason Safety Tread Co., Boston.

Mass. Wood, Guilford S., Chicago, 111.

CAR HEAD [LININGS:

Adams & Westlake Co., Chicago, 111. Asbestos Protected Metal Co., Canton, Mass. Pantasote Co., New York, N. Y. Rapp Co., J. W., New York, N. Y.

CAR HEATING:

Consolidated Car Heating Co., New York

N. Y. Safety Car Heating & Lighting Co., New

York, N. Y.

JAB, LIGHTING: ; dams & Westlake Co., Chicago, 111. Commercial Acetylene Co., New York, N. Y. Dayton Mfg. Co., Dayton, 0. Klectric Storage Battery Co., Philadelphia,

Pa. General Electric Co.. Schenectady, N. Y. Gould Coupler Co., New York, N. Y. Gould Storage Battery Co., New York, N. Y.

Safety Car Heating & Lighting Co., New

York, N. Y. United States Light & Heating Co., New

York, N. Y.

CAR LINES: Cleveland Car Specialty Co., Cleveland, O. Standard Railway Equipment Co., St. Louis, Mo.

CAR LINING, REFRIGERATOR:

Union Fibre Co., Winona, Minn.

CAR REPLACERS:

U. S. Metal & Mfg. Co.

New York, N. Y.

CAR ROOFING:

Asbestos Protected Metal Co., Canton, Mm.

Excelsior Car Roof Co., St. Louis, Mo.

Standard Paint Co., New York, N. Y.

Standard Railway Equipment Co.. St. Loull, Mo. CAR SEATS:

Adams & Westlake Co., Chicago, 111.

Hale & Kilburn Mfg. Co., Philadelphia, P».

Scarrltt Car Seat Works. St. Louis, Mo.

OAR TRIMMINGS: Adams & Westlake Co., Chicago, HI. Dayton Mfg. Co., Dayton, O. Hale & Kilburn Mfg. Co., Philadelphia, Pa. Howard & Co., James L., Hartford, Conn, Rapp Co., J. W.. New York, N. Y.

OAR UPHOLSTERY:

Pantasote Co., New York, N. Y. Wood, Guilford S., Chicago, 111.

OAR WHEEL PRESSES: Watson-Stillman Co., New York, N. Y.

CAR WHEELS: (See Wheels.)

OAR WINDOWS:

F,dwrards Co., 0. M., Syracuse, N. Y.

OASTINGS:

(See Forgings and Castings.)

OASTINGS (BRONZE AND BRASS): Adams & Westlake Co., Chicago, 111. Dayton Mfg. Co., Dayton, O. Howard & Co., James L.. Hartford, Conn.

CENTER PLATES:

Gould Coupler Co., New York, N. Y. Joliet Railway Supply Co.. Joliet, 111.

CHEMISTS: Hunt & Co., Robert W., Chicago, 111.

CONTROLLERS, MULTIPLE UNIT: General Electric Co., Schenectady, N. Y.

.OUPLERS. AIR AND STEAM: Consolidated Car Heating Co., New York,

N. Y. Safety Car Heating & Lighting Co., New

York, N. Y. Westinghouse Air Brake Co., Pittsburg, Pa.

OUPLERS, CAR:

American Steel Foundries, Chicago, 111. Gould Coupler Co., New York, N. Y. McConway & Torley Co., PlttBburg, Pa. National Malleable Castings Co., Cleveland,

0. Standard Coupler Co., New York, N. Y.

ORANES:

Northern Engineering Works, Detroit, Mich. Vulcan Steam Shovel Co., Toledo, 0.

CROSS TIES, STEEL: Forsythe Steel Tie Co.,

CURTAINS :

i See Car Curtains.)

CURTAIN FIXTURES: Curtain Supply Co., Chicago, 111.

DO APHRAGMS (VESTIBULE) : Wood, Guilford S., Chicago, 111.

DOOR CHECKS:

Yale & Towne Mfg. Co., New York, N. Y. DOORS, EXTENSION PLATFORM TRAP:

Edwards Co., 0. M., Syracuse, N. Y. DOORS, HOPPER:

U. S. Metal & Mfg. Co., New York, N. Y. DOOR LOCKS:

Adams & Westlake Co., Chicago, 111

Dayton Mfg. Co.. Dayton, 0.

Howard & Co., James L., Hartford, Conn

Yale & Towne Mfg. Co., New York, N Y.

Pittsburg, Pa.

CLASSIFIED INDEX TO ADVERTISEMENTS.

DOOR STOPS AND HOLDERS:

Edwards Co., O. M., Syracuse, N. Y. Howard & Co.. James L., Hartford, Conn.

DRAFT RIGGING:

Butler Drawbar Attachment Co., Cleveland,

U. Cardwell Mfg. Co., Cblcago, 111. Commonwealth Steel Co., St. Louis. Mo. Farlow Draft Gear Co., Baltimore, Md. Gould Coupler Co., New York, N. Y. McConway A: Torlev Co.. Pittsburg, Pa. McCord & Co., Chicago, 111. Miner Co., W. H., Chicago, 111. Symington Co., T. H., Baltimore, Md. C'niun Draft Gear Co., Chicago, 111. 0. S. Metal & Mfg. Co., New York, N. Y. Western Railway Equipment Co.. St. Louis,

Mo. Westinghouse Air Brake Co, Pittsburg, Pa.

DRAWBAR CENTERING DEVICES:

U. S. Metal Ac Mfg. Co., .New York, N. Y.

DUST GUARDS:

Symington Co., T. H-, Baltimore, Md. Western Railway Equipment Co., St. Louis,

Mo. Wood, Guilford S., Chicago, 111.

DYNAMOS:

General Electric Co., Schenectady, N. Y.

ELECTRIC BRAKES:

General Electric Co., Schenectady, N. Y. Westinghouse Air Brake Co., Pittsburg, Pa.

ENGINES AND BOILERS:

Harlan A: Hollingsworth Corpo., Wilmington, Del.

FORGINGS AND CASTINGS:

American Stetl Foundries, Chicago, 111. Baume & Marpent, Ltd., Haine-St. Pierre,

Belgium. Cleveland City Forge & Iron Co., Cleveland, O. Commonwealth Steel Co., St. Louis, Mo. Fitz-Hugh, Luther Co., Chicago, 111. Forsythe Steel Tie Co., Pittsburg, Pa. Gould Coupler Co., New York, N. Y. Hicks Locomotive & Car Works, Chicago, 111. McConway & Torley Co., Pittsburg, Pa. National Malleable Castings Co., Cleveland, O. Railway Steel-Spring Co., New York, N. Y. Standard Steel Works Co., Philadelphia, Pa. Symington Co., T. H., Baltimore, Md.

GASKETS:

Boston Belting Co., Boston, Mass. McCord & Co., Chicago, 111.

HEADLIGHTS:

Adams & Westlake Co., Chicago, 111. Commercial Acetylene Co., New York, N. Y. Dayton Mfg. Co., Dayton, O. Safety Car Heating & Lighting Co., New- York, N. Y.

HOISTS, ELECTRIC:

Northern Engineering Works, Detroit, Mich. Yale At Towne Mfg. Co., New York, N. Y.

HOPPERS, CAR, FLUSH AND DRY: Duner Co., Chicago, 111. Howard Ac Co., James L., Hartford, Conn.

HOSE:

Boston Belting Cc

LABORATORIES CHEMICAL AND TESTING: Hunt A.- Co., Robert W., Chicago. 111.

LAMPS AND LANTERNS:

Adams & Westlake Co., Chicago, 111.

Davton Mfg. Co., Dayton, O.

Howard & Co., James L., Hartford, Conn.

LINING. REFRIGERATOR CAR: Union Fibre Co., Winona, Minn.

LOCKS:

Adams & Westlake Co., Chicago, 111.

Davton Mfg. Co.. Dayton, O.

Howard & Co., James L., Hartford, Conn.

SPRING DAMPENERS:

McCord & Co., Chicago, 111.

STEAM SHOVELS:

Hicks Locomotive & Car Works. Chicago, 111. Vulcan Steam Shovel Co., Toledo. O.

Yal

4: Towne Mfg. Cc

Nev

York, N Y.

LOCK NUTS:

Columbia Nut & Bolt Co., Bridgeport, D. S Metal & Mfg. Co., New York,

Conn. N. Y.

LUBRICATORS. AIR BRAKE:

Every Pneumatic Lubricator Co., St. Louis Mo.

MATS AND MATTING:

Boston Belting Co., Boston, Mass. Wood, Guilford S,, Chicago, 111.

MOTORS:

General Electric Co., Schenectady, N. Y.

MOULDINGS, METAL:

Rapp Co., J. W.. New York

NUT LOCKS:

Columbia Nut & Bolt Co U. S. Metal & Mfg. Co.,

OFFICE FURNITURE, METAL:

Edwards Co., O. M., Syracuse, N. !

OILS:

Sterling Varnish Co., Pittsburg, Pa.

OIL FURNACES:

Railway Materials Co., Chicago, 111.

PACKING:

Boston Belting Co., Boston, Mass.

PADLOCKS:

Edwards Co., 0. M., Yale & Towne Mfg.

Bridgeport, Conn. New York, N. Y.

Syracuse, N. Y. Co., New York,

PAINTS:

Kay A: Ess Co.. Davton, 0.

Standard Paint Co., New York, N. Y.

Sterling Varnish Co., Pittsburg. Pa.

U. S. Metal & Mfg. Co., New York, N. 3

PLATFORMS. CAR:

Gould Coupler Co., New York, N, Y. McConway & Torley Co., Pittsburg,, Pa. Standard Coupler Co., New York, N. Y\

PLATFORM TRAP DOORS: Edwards Co., O. M., Syracus

N. Y.

Boston, Mass.

HOSE FIXTURES:

Western Railway Equipment Co., St. Louis,

Mo. Westinghouse Air Brake Co., Pittsburg, Pa. Wood, Guilford S., Chicago, 111.

HYDRAULIC MACHINERY:

Dudgeon, Richard, New York, N. Y. Watson-Stillman Co., New York, N. Y.

INSPECTION BUREAU: Hunt & Co., Robert W.

PNEUMATIC TOOLS:

Chicago Railway Equipment Co., Chicago, 111. Standard Railway Equipment Co., St. Louis. Mo.

PUNCHES. HYDRAULIC:

Dudgeon, Richard, New York, N. YT. Watson-Stillman Co., New York, N. Y".

RAIL BENDERS:

w atsoTi-Stillman Co.,

RATTAN CAR SEATING: Hale A: Kilburn Mfg. Co.

RUBBER GOODS:

Boston Belting Co., Boston, W.Hjd. Guilford S., Chicago,

New York, N. X.

Philadelphia, Pa.

Mas

III

Chicago, II!

INSULATED WIRE:

Kerite Insulated Wire & Cable Co., New- York, N. Y.

IRON AND STEEL: (See Steel and Iron.)

IRON ENAMEL:

Sterling Varnish Co., Pittsburg, Pa.

JACKS :

Chapman Jack Co., Cleveland, O. Dudgeon. Richard, New York, N. Y. Duff Mfg. Co., Pittsburg, Pa. Joyce-Cridland Co., Dayton, O. Watson-Stillman Co., New York, N. Y.

JOINTS (STEAM, LIQUID OR AIR): Boston Belting Co., Boston, Mass.

JOURNAL BEARINGS:

McCord & Co., Chicago, 111.

JOURNAL BOXES AND LIDS:

Chicago Railway Equipment Co., Chicngo, 111. Gould Coupler Co., New York, N. Y. McCord & Co., Chicago, 111. National Malleable Castings Co.. Cleveland, O, Railway Steel-Spring Co., New York, N. Y. Symington Co., T. H., New Y'ork. N. Y. Union Spring & Mfg. Co., Pittsburg, Fa.

SASH BALANCES:

Fdwards Co., O. M-, Syracuse, N. Y.

SASH CORD:

Samson Cordage Works, Boston, Mass.

SASH LOCKS:

Adams & Westlake Co., Cblcago, ill. Dayton Mfg. Co., Dayton, O. Edwards Co., O. M., Syracuse, N. YT. Howard & Co, James L., Hartford, Conn.

SHADE ROLLERS: Edwards Co., O.

M., Syracuse, N. Y'.

SIDE BEARINGS: (See Bearings.)

SIDE FRAMES:

American Steel Foundries. Chicago, 111. Bettendorf Axle Co.. Davenport. la. Forsythe Steel Tie Co., Pittsburg, Pa. McConway & Torley Co., Pittsburg, Pa.

SNAPS, BELL CORD:

Samson Cordage Works, Boston, Mass. SNOW PLOWS:

McGuire-Cummlngs Mfg. Co., Chicago, 111.

SPRINGS:

American Steel Foundries, Chicago, 111.

Boston Belting Co., Boston, Mass,

Fort Pitt Spring & Mfg. Co., McKces Rocks,

Pa. Railwav Steel-Spring Co., New York, N. Y. Standard Steel Works Co., Philadelphia, Pa. Union Spring & Mfg. Co., Pittsburg, Pa

Co., Philadelphia,

STORAGE BATTERIES: Electric Storage Batterv

Pa. . _

Gould Storage Battery Co., New York, N- Y. United States Light & Heating Co., New York,

V Y.

TIRES:

Railway Steel-Spring Co., New- York. V Y. Standard Steel Works Co., Philadelphia, Pa.

TRAP DOORS: Edwards Co.,

0. M., Syracuse, N. Y.

TREADS. CAR STEP:

American Mason Safety Tread Co., Boston,

Mass. Boston Belting Co., Boston, Mass.

TROLLEY CORD: Samson Cordage

Works, Boston, Mass.

TRUCKS: _ .

American Car & Foundry Co., New York,

American Steel Foundries, Chicago, 111. Barnev & Smith Car Co., Dayton, 0. Bettendorf Axle Co., Davenport, la. Brill Co., J. G., Philadelphia, Pa. Clark Car Co., Pittsburg, Pa. Commonwealth Steel Co., St. Louis, Mo. Fitz-Hugh, Luther Co., Chicago, 111. Hicks Locomotive & Car Works, Chicago, 111. Joliet Steel Car Mfg. Co., Joliet, 111. McGulre-Cummings Mfg. Co., Chicago, 111. Pressed Steel Car Co., Pittsburg, Pa. Ralston steel Car Co., Columbus, 0. Russel Wheel & Foundry Co., Detroit, Mich. Standard Car Truck Co., Chicago, 111. standard Steel Car Co., Pittsburg, Pa. Western Steel Car & Foundry Co., Chicago,

111. Whipple Car Co., Chicago, 111.

TUBE EXPANDERS:

Dudgeon, Richard, New Yurk N. Y.

TUBING ..RUBBER) : Boston Belting Co.,

Boston. Mass.

TURNBUCKLES:

Cleveland City Forge & Iron Co., Cleveland,

O. U. S. Metal & Mfg. Co.. New York, N. Y.

VALVE CORD HOOKS:

Samson Cordage Works, Boston, Mass.

VENTILATORS:

Globe Ventilator Co., Troy, N. Y.

VESTIBULES:

Gould Coupler Co., New York, N. Y. McConway & Torley Co., Pittsburg, Fa.

VESTIBULE TRAP DOORS:

Edwards Co., O. M., Syracuse, N. Y.

WASHERS:

Boston Belting Co

Boston, Mass.

| WASTE:

Howard & Co., James L., Hartford. Conn.

WATER CLOSETS:

Adams Ac Westlake Co.. Chicago. 111.

Dayton Mfg. Co., Dayton. 0.

Duner Co., Chicago, 111.

Howard & Co., James L., Hartford, Conn.

WEED BURNERS:

Commonwealth Steel Co.,

St. Louis. Mo.

WHEELS :

American Steel Foundries, Chicago, 111. Bamnc & Marpent, Ltd.. Haine-St. Pierre,

Belgium. Railway Steel-Spring Co., New Y'ork. N. Y. Russel Wheel & Foundry Co., Detroit Micb. Standard Steel Car Co., Pittsburg, Pa, Standard Steel Works Co., Philadelphia, Pa.

WHEEL PRESSES:

Watson-Stillman Co., New York, N. Y.

WINDOW FIXTURES:

Adams & Westlake Co., Chicago, 111 Dayton Mfg. Co., Davton, 0. Edwards Co., 0. M., Syracuse, N Y. Howard & Co.. James L.. Hartford, Coun Rapp Co., J. W., New York, N. Y.

WIRE:

Kerite Insulated York. N. Y.

Wire & Cable

N.w-

WOODWORKING MACHINERY:

American Saw Mill Machinery Co., Hacketts-

town, N. J. Greenlee Bros. & Co., Chicago, 111,

WRENCHES:

Coes Wrench Co.,

Worcester. Mass.

A DICTIONARY OF TERMS

USED IN

CAR BUILDING

"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 (Steam Shovel). 13, Figs. 596-598. A strut to which are fastened the boom guys.

"'A" Frame Step (.Steam Shovel). 14, Figs. 596-598. The supports for the bottom ends of the "A" Frame, which see.

Accordeon Hood (Buhoup Vestibule). 124, Figs. 2215, 2263.

Accordeon Hood Band (Buhoup Vestibule). 123, Figs. 2215-2263.

Acetone. A colorless liquid, obtained from the destruc- tive distillation of wood, which resembles alcohol and which has the property of absorbing acetylen = gas under pressure in a high degree. It is used in the storage tanks of the Commercial Storage Sys- tem of Car Lighting, which see.

Acetylene Gas. A colorless gas, C2H2, produced when water is brought in contact with calcium carbide. It has a distinctive odor and burns with a bright, luminous flame. It is used in car lighting with suc- cess. It may be generated in the car, as in the Adlake System, under the car, as in the Avery Sys- tem, or carried in tanks filled with acetone and asbestos under pressure, as in the Commercial Storage System. See Adlake System, Avery Sys- tem and Commercial Storage System.

Acetylene Gas Lamps and Fixtures. Figs. 3276-3364. See Safety Car Heating & Lighting Co. Acetylene Lamps, Avery System, Adlake System, Commercial Storage System.

Acme Automatic Window Shade. Fig. 4670. A car shade with a shade holding device, which consists of a hollow tube with a metallic guide at either end, through which two cords are passed, one end of each being fastened to the casing on either side of the shade near the top, the cords passing down the side to the bottom of the shade, thence through the tube and down the other side to the bottom, being fastened at the bottom of the window to the casing.

Acme Brake Beam. Figs. 5114-5119, 5191.

Acme Burner. Fig. 3588. A lamp burner constructed upon nearly the same principle as a locomotive headlight burner, and which gives a powerful light.

Acme Curtain Fixture. Fig. 4670.

Acme Dry Closet. Figs. 4047-4048.

Acme Improved Diaphragm. Figs. 2286-2288.

Acme Lamp. A lamp fitted with an Acme Burner, which see.

Acme Pipe Clamps. Figs. 1193-1198.

Acme Spring. A form of elliptic spring, the peculiarity of which consists in tapering a single leaf from the center toward the ends, without the use of a num- ber of separate leaves. One type is constructed of

AIR

plates with a beveled edge, arranged one above th^ other as usual, and held in position by a wrought iron band. Not in general use in car building.

Acorn. A general term for the ornaments of tips re- sembling the acorn, used to finish the ends of rods of various forms.

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.

Adjustable Lamp Canopy. Fig. 3557.

Adlake Acetylene Gas System of Car Lighting. Figs ■ 3331-3332. A system of car lighting using acetylene gas, which is generated in the apparatus shown in Figs. 3331-3332, which is enclosed in one end of a car, as in Fig. 3333. The carbide is contained in cartridges, Fig. 3332, in pockets or baskets. The water flowing down from above and coming into contact with the carbide generates acetylene gas, which is stored in the receiving tank, Fig. 3346, under the car. The piping and arrangements through the car are similar to the Pintsch system. The form of the lamp is shown in Fig. 3344.

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

Agosote. A substitute for wood in headlinings and paneling of coaches. Composition secrete. Made under hydraulic pressure, which forces fibers into homogeneous material, which is impervious to water. One grade fireproof.

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. This brake is now obsolete in steam road practice, having been replaced by the Automatic Air Brake, which see, and also see Westinghouse Air Brake, Quick Action Air Brake, Vacuum Brake, New York Air Brake.

Air Brakes. General arrangement and details. Figs 1205-1292, 5527-5531, 5562-5565, 5570-5571, 5944-5947, 6000-6009. The general arrangement and details of brake gear for air brake cars, as shown, are M. C. B. Standards. The following standards have also been adopted in this connection: 1. Maximum train pipe pressure, 70 pounds per square inch. 2.

AIR

Maximum brake power in freight cars, 70 per cent, of the light weight of car. 3. All levers 1 inch in thickness; all pins to be 1& inches in diameter; all jaws or devices made of %-inch by 2%-inch iron; all rods % inch diameter. 4. Angle of brake beam lever, 40 degrees with vertical.

The revision made in 1896 consisted in the omis sion of such detail dimensions as could not be used in all cases, such as the length and proportions of main levers, and the omission of some of the smaller parts from the drawing, such as the pipe clamps, staples, etc. The dimensions of the cross- section of the malleable iron truck lever connec- tion 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 this sheet.

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

Addition was made to note under drawing of truck lever connection for inside hung brakes as follows: "If made of round iron or steel, must not be less than 1% inches diameter."

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

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

Diameter of release valve rod was changed from Vi inch to % 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 Prac- tice to Standard.

In 1907 the following specifications were adopted:

That % inch straight link chain be made standard for hand brake chain, except on cars on which there is rapid deterioration, on which is inch chain shall be used. Hand brake chain to be attached to brake mast by a %-inch machine bolt instead of an eye bolt.

In 1908 the diameter of the holes in the different levers, guides, brackets and connections were omitted, and a note added to Sheet M. C. B. 9 reading as follows: "All holes for brake pins not less than l-Ii inches diameter nor more than 1% inches diameter."

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 matter of fastening air cylinder reservoirs, retaining valves, etc., to the frame work of cars, the bolts fastening the cylinders and reser- voirs should be either double-nutted or cottered, so as to prevent the same from working loose. The air pipes should be fastened to the frame work of the car with a liberal number 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 re- moval of same; the pipe to be carried along the under side of the intermediate sill when practicable from the triple valve to end of car, and be sup- ported by either staples or clamps, not to exceed six feet apart.

6. Badge for marking air brake hose to show dates of application and removal, manufacturer's . name and name of the railway company.

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

Air Brake Hose. See Brake Hose.

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

Each standard length of hose must be branded with the name of the manufacturer, year and month when made, and serial number, the initials of the railway company, and also have a table of raised letters at least ft inch high to show the date of application and removal, thus:

NAME OF ROAD

03 04 05 06 07

I 23 4 5 6

7 8 9 10 II 12

I 23 4 5 6

7 8 9 10 II 12

NAME OF MANUFACTURER

00 6

1 he above gives outline of modification of label, extension being on right hand end.

All markings to be full and distinct and made on a thin layer of white or red rubber, vulcanized, and so applied as to be removed either by cutting with a knife or sharp instrument.

Air Brake Instruction Car. Figs. 244, 258-260. A car, usually converted from a passenger car, in which is mounted all the apparatus necessary to illustrate and explain the construction and operation of all the parts of the air brake. It is used for the in- struction of railroad employees and is stationed at different points along the line for a week or two at a time. Regular classes are conducted and lecture- given by the instructor in charge, who is provided with living quarters in the car.

Air Brake Repair Card (M. C. B. Standard). In 1894 a Recommended Practice was adopted to use an air brake repair card, as shown, to report to division terminals such defects as are found by trainmen which require brake to be cut out. This was re- vised in 1898 and is now as shown to be attached as near to the car number as possible. In 1902. adopted as standard. In 1903 letters were substi- tuted for figures to indicate the various defects.

Air Brake Tests (M. C. B. Recommended Practice). In 1895 a code for the guidance of the Committee on Air Brake Tests in testing triple valves was adopted as recommended practice for such tests. which code is as follows:

AIR

Conditions of Tests. — No. 1. — Construction of Rack. — Brakes will be tested on a rack represent ing the piping of a fifty 34-foot car train. All cocks, angles and connections will be as nearly as possible identical with those in train service. The rack shall conform to a blue-print which is in the hands of the committee, which gives the proper fitting, piping, dimensions of cylinder, auxiliary reservoirs, main reservoirs, engineer's valve, etc. No. 2. — Pressure. — Tests will be made with a uni- form brake pipe pressure of 70 pounds.

No. 3. — Construction of Triples. — Triples must bf constructed so that they can be secured and oper- ated on apparatus conforming to diagrams, Figs. 1 and 2 (see pages 166 and 167 of the 1892 Annual Report).

No. 4. — To secure accuracy in measurement of time application and release tests, electrical record- ing apparatus will be used, arranged to give an in- dicator card in the fiftieth car.

THE .„_.. RAILWAY CO.

AIR-BRAKE CUT-OUT CARD.

■'ipplimJ to Car No. jattltlM

Data _.._ at.

By laMptctor.

By Cood'r Train So.

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THE RAILWAY CO.

DEFECTIVE AIR-BRAKE CARD.

Applied to Car No. tolttal* _

Date. _ «*..._ _.

By _ _ Inspector

By. Cood'r Train No,

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USC LCTTCnaTO DESIGNATE OtfECTI,

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No. 5. — Tests shall be repeated three times under the same general conditions. The temperature at the time of the tests will be recorded.

No. 6. — Classification. — Triples shall be classi- fied Nos. 1, 2, 3 and outlawed. In grading triples the reasons for their classification shall be given.

No. 7. — The three essentials for a quick-action brake are as follows:

First. Graduation.

Second. Release.

Third. Quick action.

Rack Tests.— No. 1.— Application Test (a) (Ser- vice).— Brakes must show with full service applica-

tion and 6 inches piston travel, a brake cylinder pressure of 50 pounds. The minimum pressure must not be less than 48 pounds, nor the maximum pressure over 52 pounds. This test will be made with:

(1) 4 inches piston travel.

(2) 6 inches piston travel.

(3) 12 inches piston travel.

The necessity for the 4-inch and 12-inch piston travel tests will depend upon the character of the brakes being tested.

Note.— The object of this test is to secure such proportion between the auxiliary reservoir and th; brake cylinder as will give the desired maximum power in a full service application of the brake.

No. 2.— Application test (b) (Emergency). — Brakes must be applied on the fiftieth car with at least 45 pounds pressure with 6 inches piston travel in three seconds from the first movement of the engineer's handle. They should indicate at least 55 pounds in three and one-half (3%) seconds. The final maximum pressure in this test must not be less than 15 per cent., nor more than 20 per cent, above the pressure given by the same brake in full service application.

This test will be made to determine that quick action is obtained in each case, with

(1) 4 inches piston travel.

(2) 6 inches piston travel.

(3) 12 inches piston travel.

Note. — The object of this test is to secure, as nearly as possible, uniformity of pressures in the brake cylinders in an emergency application, and as nearly as possible a uniformity of time required to attain the pressures; to secure a minimum length of stop, of shock and of trains parting.

No. 3. — Application Test (c). — Commencing with the first car from the engine, the brakes of three successive cars, or less, if they fail to jump three. will be cut out until the fifth, sixth and seventh are cut out, the brakes in each case to be applied as per Test No. 2. After the first series of three has been tested, in order to test the second series the first car must be cut in, and so on. The quick- action brake should pass the three cars cut out and apply on the fiftieth car in the same time as in Test No. 2. Tests will be made with piston travel of 4 inches.

In addition, at least two other applications shall be made with three successive triples cut out i:> any portion of the rack beyond the fifth car.

Note. — In freight car service the most common method of remedying a defective brake is to cut ths brake out; hence it is essential that a limited num- ber of brakes can be cut out successfully without destroying the quick-action feature.

No. 4. — Graduating Test (a). — Seventy pounds brake pipe pressure having been secured, the fol- lowing tests will be made:

(1) A reduction of 8 pounds in brake pipe pres- sure. This should apply lightly the fifty brakes.

(2) A further reduction of 4 to 6 pounds. This should increase the braking power on all th? brakes.

(3) A reduction of 30 pounds should equalize the pressure between the auxiliary reservoirs and brake cylinders. The piston travel in this test will be six inches.

(b). — One or more triples shall also be tested, having substituted for the brake cylinder a reser-

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voir having the capacity of a cylinder with 8-inch stroke. The first admission to the cylinder should be made with a reduction of brake pipe pressure not exceeding five pounds; each succeeding reduc- tion should reduce the pressure in the auxiliary reservoir not to exceed three pounds, until full equalization takes place. The pressure in the brake pipe should not be more than three pounds lower than the equalized pressure in the brake cylinder and reservoir at full equalization.

No. 5. — Test to Determine the Sensitiveness of the Service Valve. — Three valves selected at ran- dom will be taken for this test and each tried sep- arately. They will be tested on a brake pipe repre- senting a locomotive and one car, the engine and tender brake being cut out.

A brake pipe pressure of 70 pounds having been secured, the air will be discharged as rapidly as it may through an opening in the engineer's valve of two sixty-fourths to three sixty-fourths (2 to 3-64) inch diameter. Under this condition the service action must take place and continue to take place without any appearance of quick action (P. E., Partial Emergency) until the disk has been en- larged up to and including a 10-64-inch opening.

Note. — The object of this test is to insure the working of triples in "service" with practically the same reduction of air.

No. 6. — Test to Determine the Sensitiveness of the Quick-Action Valve. — The same three valves as in No. 5, or others selected at random, will be taken for this test and each tried separately. They will be tested under the same brake pipe conditions as Test No. 5. Engine and tender brake cut out.

A brake pipe pressure of 70 pounds having been secured, the air will be discharged as rapidly as it may through disk openings, as in the preceding test, increasing in diameter by 1-64 inch. Triples must not show a range of more than 3-64 before full quick action is reached. Full quick action must not take place before 11-64, but must take place when the opening is 14-64.

Note. — The object of this test is to check the in- troduction of triples which will cause quick-action application when not wanted.

No. 7. — Test to Determine the Holding Power of the Brake in Service Application and Quick Action Application.

(a) Service Application. — Gages will be placed on the cylinder and auxiliary reservoir of the first, twenty-fifth and fiftieth cars with 70 pounds brake pipe pressure; brakes will be applied by admitting, as nearly as may be, 15 pounds into the cylinder of the first car. Record of pressure in the auxiliary reservoirs and cylinders will be taken as follows:

(1) At the first application.

(2) In five minutes from first application.

(3) In ten minutes from first application.

(4) In fifteen minutes from first application.

(b) Quick-Action Application. — This will be the same as above, except that all the air will be exhausted from the brake pipe.

(c) Dummy Cylinder Test. — A modification of the holding test, as with the graduating test by the introduction of dummy cylinders.

No. 8. — Release Test. — The following conditions should be observed in this test:

(a) Main air reservoir cut in.

(b) Any pump or boiler pressure may be used

that will maintain a uniform head of 90 pounds pressure.

A uniform pressure of 70 pounds having been se- cured in the brake pipe, all the air will be exhausted by a quick-action application. A pressure of 90 pounds will then be maintained against a diaphragm perforated by a 3-32 hole, and a record taken of all brakes that release inside of thirty minutes. In making this test special care must be taken to see that there is no leak in the brake pipe.

It will not be considered satisfactory if a greater proportion than ten per cent, fail to release in the prescribed time.

Note. — This test, in addition to testing the re- lease feature of the triples, is intended as an equiva- lent to a release after a break-in-two in train ser- vice.

No. 9. — Test to Determine the Time of Charging One Auxiliary Reservoir:

(a) Cut out the brake to be tested by the cut-out cock.

(b) Bleed the auxiliary reservoir empty and close the bleed cock.

(e) Cut in the brake to be tested and note from the reading of the gage the time occupied in charging to 70 pounds. The time of charging should be 55 seconds. The reservoir should not be charged in less than 45 seconds nor more than 60 seconds.

Note. — The object of this test is to prevent ir- regular charging of auxiliary reservoirs and thus insure that the front brakes will not apply after charging.

No. 10. — Test to Determine whether Quick Ac- tion will Follow a Service Application:

Commencing with a service application of 20 pounds pressure in the first cylinder, a full quick- action reduction will follow. It will be observed whether quick action takes place or not. The pres- sure in the first cylinder will be increased or de- creased by steps of about 5 pounds until the point at which quick action ceases or commences is de- termined. Quick action should take place with not less than 20 pounds in the first cylinder.

Note. — The object of this test is to determine whether, after a service application, quick action can be obtained without first releasing the brakes.

No. 11. — Such additional tests as in the judgment of the committee the construction of the triples submitted to them for test warrants.

Train Tests. — No. 1. — In order to provide against defects which a rack test may not develop, it is recommended that railroads make a 50-car train test in actual service before accepting the result from the rack test as final.

No. 2. — In making Application Test No. 2 with a train, the measurement of time from the first car to the fiftieth car should be provided for. This will determine the time occupied by the engine brak.- as against the car brake.

No. 3. — Special care should be taken with the en- gine and tank brakes in order that they may do their share of the braking during the stops, and not pull away from the train.

Nil 4. — All brake shoes must have a proper bear- ing on wheels, which is best accomplished by giv-

AIR

ANT

ing them some previous service before testing, and

all should be of the same material.

No. 5. — Tests to determine the shock should be

made on a level track, with all the slack in the

train pulled out at the time the brakes are applied. Air Compressor (Westinghouse). Figs. 1221-1224. Air Controller (Pintsch Lamp). 458, Figs. 3208-3224. Air Cylinder Gasket (Motor Compressor). 29, Figs.

1221-1224. See Gasket. Air Flue (Refrigerator Cars). The vertical passage of

the car through which the chilled air passes to

enter the refrigerator.

Air Gage (Air Brake). Figs. 1277-1279. A gage to register the pressure of air in the reservoirs, brake pipe or brake cylinders, similar to an ordinary steam pressure gage. They are made either with a single pointer, Fig. 1277, or with two pointers. Figs. 1278-1279, to indicate on one dial both the reservoir pressure and the brake pipe pressure. The latter type is called a duplex gage.

Air Gaps in 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 machines 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 commu- tators and brushes than machines with large air gaps. These should be thoroughly understood as they have an important bearing on the cost of electric car lighting.

Air Inlet. An opening for the admission of air to an air compressor or a refrigerator car. The term in- cludes both the air strainer and air pipe.

Air Pipe (Air Brake). More properly brake pipe. Often called train pipe.

Air Pipe Strainer. Fig. 1283. More properly Brake Pipe Air Strainer, which see.

Air Piston (Motor Compressor). 5, Figs. 1221-1224. See Piston.

Air Piston Packing Rings (Motor Compressor). 6, Figs. 1221-1224.

Air Pump and Motor. Figs. 1221-1224, 1296-1297. A machine for compressing air, mounted beneath the floor of a car, consisting of air cylinders, the pis- tons of which are gear-driven by an electric motor. See Motor-Driven Air Compressor.

Air Hose Bracket. See Brake Hose Bracket.

Air Pump Cylinder (Motor Compressor). 17, Figs. 1221-1224. A hollow cast iron cylinder with a pis- ton, which piston compresses the air required to operate the brakes. The pistons in the air cylin- ders are connected with connecting rods to a crank shaft geared to a small motor.

Air Pump Cylinder Head (Motor Compressor). 25, Figs. 1221-1224. The cover for the lower end of the air cylinder of a motor driven air pump for an air brake. See Cylinder Head.

Air Pump Governor. See Electric Pump Governor.

Air Signal. See Train Air Signal.

Air Signal Reducing Valve. See Reducing Valve.

Air Space (Refrigerator Cars). C, Figs. 305-321. A space left between the linings to aid in insulation. Tt is sometimes called dead air space in distinction from the ventilating passages, as the air in it is confined and is not being constantly changed.

Air Strainer. Fig. 1283. A Brake Pipe Air Strainer, which see.

Air Valve (Gold Steam Heating). Fig. 2876. A small outlet valve which will pass air but not water, ap- plied 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.

Ajax Diaphragm. Figs. 2297-2299. A cotton fabric dia- phragm for vestibules made of sections riveted at the joints and bound with leather at the corners. Made in two styles, single for Pullman and double for Gould Vestibules.

Ajax Forging Machinery. Figs. 6856-6883.

Alcove. A recess. See Faucet Alcove, Lamp Alcove, Water Alcove.

Alcove Faucet. Figs. 3653-3654. A faucet in a water alcove connected with a water cooler to supply drinking water. See Faucet.

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.

Allen Paper Wheel. Figs. 5402-5403. A car wheel with a steel tire, a cast iron hub or center, and the space between the tire and center filled with compressed paper and held in place by wrought iron plates on either side extending from the center to the tire and bolted thereto. See Steel Tired Wheel.

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

American Automatic Slack Adjuster. Figs 1187-1192.

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.

American Dust Guard. A dust guard in two pieces, which are held together and against the axle by a spring.

American Woodworking Machinery. Figs. 6793-6807.

Andrews Automatic Ventilator. Figs. 4442-4443.

Angle Clips (M. C. B. Coupler). Plates to fit the an- gles or bends of an uncoupling rod. They are fastened by an angle clip bolt.

Angle Cock (Air Brakes). Fig. 1282. A cock placed in the brake pipe under each end of the car just in front 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 Iron or Angle. A general term applied by makers to iron or steel rolled in the form of an L, but with the corner rounded off somewhat. When the angle is rolled to a sharp corner and not rounded off, it is termed a square-root angle.

Anti-Friction Car Door Hanger. Figs. 265.5-2657. See Car Door Hanger.

Anti-Friction Side Bearings and Center Plates. Fig. 5340. Devices, a few of which the shown, to elimi- nate the friction between body and truck in curving. The two general forms are roller side bearings and ball-bearing side bearings and center plates.

ANT

ASB

Anti-Telescoping Device. A type of end framing adopted by the Pullman Company, in which the end sill is greatly strengthened by an end sill stiffening plate, an end sill stiffening angle bar, corner angle posts, and end plate strengthening angles or knee irons. The device is known as the "Sessions" anti- telescoping device, and the patents are owned by the Pullman Company.

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.

Apron. See Door Apron, Roof Apron, Bunk Apron.

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

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 Bar. Figs. 5G97-5705; 14, Figs. 4705-4713. A bent wrought iron or steel bar, which forms the top member of an iron truck side frame. In the dia- mond truck the next lower member is the in- verted arch bar, and the next lower (occasionally used) is the auxiliary arch bar. The tie bar comes under all, and sometimes becomes an arch bar. See also Center Bearing Arch Bar and Ceater Bearing Inverted Arch Bar, for six-wheel trucks.

Arch Bars and Column Bolt for 80,000-Pounds Capacity Cars (M. C. B. Standard). Figs. 5697-5705. In 1897 a committee on this subject reported designs, which were subsequently adopted by letter ballot as Rec- ommended Practice.

In 1901 these were, by letter ballot, changed from Recommended Practice to Standard.

Arch Plate (Buhoup Vestibule). 46 and 91, Figs. 2215- 2263.

Arch Plate and Buffer Spring (Buhoup Vestibule). 46, Figs. 2215-2263.

Arch Plate Band (Buhoup Vestibule). 49, Figs. 2215- 2263.

Arch Rail (British). See End Arch Rail.

Arched Roof. A roof, the surface of which is curved, and which has no upper deck or clear story. It is at the present time little used for passenger cars. A Turtle Back Roof, which see.

Argand Burners. Figs. 3096-3097. See Lamp Burner and Argand Lamp.

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 being open, free access of air is allowed to the interior and exterior of the flame, insuring more perfect and equal combustion. Some gas lamps are con- structed on this principle.

Arm. See Berth Arm. Seat Arm.

Gas Arm. Seat Back Arm.

Lamp Arm. Striker Arm.

Arm Cap. Figs. 4189-4193. A metal plate, wooden cap, t>r piece of upholstery with which the top of a seat end, arm rest or chair arm is covered. Those for chair arms, however, are also called Chair Arm

Plates, which see. An Arm Rest, which see, is fixed to the side of the car.

Arm Holder (British). See Arm Sling.

Arm Pivot. See Seat Arm Pivot.

Arm Plate. See Seat Arm Plate.

Arm Rest. A wooden or metal bar or ledge attached to the side of a car, and not, like an arm 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.

Arm Sling (British). In a carriage, a padded orna- mental leather strap, looped and secured to the doorway pillar. Also called arm holder or arm strap.

Armature. 60, Figs. 1221-1224; Fig. 5817; 4, Figs. 5818- 5850, etc. The rotating part of a motor or dynamo. It consists of a laminated iron cylinder or core keyed to a shaft, and in 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 cylinder com- posed of insulated segments, which are connected to corresponding armature coils.

Armored Brake Hose. Brake hose covered with a woven wire fabric, to protect it from injury or abrasion. Another form of armored brake hose is formed by winding a continuous wire spirally around it by a machine which makes the spiral slightly smaller than the tube, so that it grips tightly. Vacuum brake hose, for vacuum brakes, is usually lined with coiled wires on the inside to prevent collapsing, but such is not properly termed armored brake hose. M. C. B. standard brake hose is not armored.

Arms Horse Car. Figs. 114-117. A car built especially for the transportation of valuable horses and fitted with removable partitions forming stalls.

Asbestos Headlining. Fig. 3801. See Asbestos Pro- tected Metal.

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. It 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 Pipe Covering. Fig. 3013.

Asbestos Protected Metal. Fig. 3801. A material for use as roofing, side walls, partitions and ceilings in buildings; also for inside box car roofs, passenger car and locomotive cab roofs, head linings and in- terior finish for passenger cars. Its composition is as follows: A sheet of steel rolled true to gage and sheared to exact size, which gives structural strength and rigidity against torsional and direct load strains and prevents the asbestos surface of the finished material from being torn or stretched. A coating of special asphaltum compound, contain- ing heavy natural oils, which is rendered permanent and practically non-inflammable. By a special proc- ess of manufacture this coating is applied to the steel core of the material at a temperature of 600 deg. F. It is impervious to the attack of moisture and acid gases of all kinds and hermetically seals the steel core, giving it absolute protection from the corroding attack of the various destructive agents to which an exposed material is subjected. A layer of pure asbestos felt made especially for use in the manufacture of asbestos protected metal applied on both sides of the sheet under great pres-

ASB

AUT

sure and firmly imbedded in the asphaltum com- pound. This asbestos coating will not rot or dis- integrate, and presents an unbroken pure mineral surface, which is absolutely fireproof. It is manu- factured in three colors — white, gray and terra- cotta, or in any combination of these three.

Asbestos Wick (Pintsch Lamp). 299, Figs. 3208-3224.

Ascending Rail (British). Nearest American equiva- lent, grab iron or hand rail. The end ascending rail is a long wrought iron bar secured at the ends of a covered vehicle, serving as a hand rail for ascending to the roof. The roof ascending rail, or roof commode handle, is a similar hand rail at the end of the roof of a covered vehicle.

Ascending Step (British). Nearest American equiva- lent, ladder round. A rough wrought iron plate secured to the ends of a covered vehicle serving as a step to ascend to the roof. They are used in Great Britain on both passenger and freight cars.

Ash Pan (Baker Heater). Fig. 2176.

Ash Pit. Figs. 2685-2701. The lower portion of every stove, under the grate, into which the ashes fall. Under it is sometimes placed an ashbox, Fig. 2681. The ash pit is made up of a casting usually called the ash pit base, and closed by an ash pit front carrying one, or more commonly two ash pit doors. An ash pit ring serves as a hopper to guide the coal and ashes on to the grate. The doors are distin- guished as right and left; as for a person standing facing the stove. The ash pit doors are sometimes carried as in Fig. 2680, in an ash pit frame instead of an ash pit front.

Ash Pit (Baker Heater). Fig. 2685.

Ash Pit Door (Baker Heater). Figs. 2703-2719.

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.

Attachment of Couplers to Cars. Fig. 7. In 1907 the following details were advanced from recommended practice to standard.

Spacing between center sills. — That the spacing between steel center sills be 12% inches.

Front and back stops. — That front and back stops with riveted holes 15/16 inch in diameter be spaced as shown below.

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0 f (p

« — ©-He

<H-e

-o

a — e

4 J-0

Holes cored j^"

Drawing A.

Holes cored jg"

Drawing B.

Spacing between coupler horn and buffer beam. — That the spacing between coupler horn and buffer beam be 1% inches for all spring gear and 2% inches for all friction gear

Followers. — That flat followers be made of wrought iron or open hearth steel 1% inches thick for tandem spring gear and 2% inches thick for twin spring and friction gear.

Side clearance of coupler. — That the total side clearance of the coupler be not less than 2%' inches.

In 1907 the back wall of butt was changed to % inch thick, owing to the fact that the tail pin had fallen into disuse and there was no necessity for so much metal there.

The width of shank was changed to 5 inches on both sizes of coupler shanks to properly provide for securing yokes.

A dimension of not less than 1% inches was shown forward of the 9%-inch butt to provide for the increased length of gib. A limiting dimension of not more than 1 inch was shown for the diameter of core hole in lug of knuckle to prevent a recur- rence of the slotted knuckle weakness. A note was added to the effect that there should be no projec- tions on the bottom of the shank from the line of the horn back for 12 inches to provide for proper move- ment of shank on carrier iron.

In 1908 the use of 1%-inch rivets for attaching yokes to coupler butts was advanced from Recom- mended Practice to Standard.

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

In 1908 the following notes were added:

That all new types of couplers put on the market after January 1, 1909, have a dimension of 9% inches from back of coupler horn to inside face of knuckle, and that the face or front wall of coupler have a minimum thickness of \Vt inches.

That the total lift of locking pin be not more than 6 inches.

That all couplers must have an eyelet for locking device located immediately above locking pin hole.

Automatic Air Brake. One which is automatically ap- plied by a rupture in the hose couplings or brake pipe or by train separation. The term is indefinite, but usually refers to the Westinghouse Air Brake, Figs. 1101-1188, which see, which is the one in most general use throughout the world.

Automatic Car Coupler. Figs. 1583-1847. A device for automatically coupling cars by impact without the necessity of a person going in between the cars. The Master Car Builders' standard type of coupler which is in universal use in the United States is any coupler of the so-called vertical plane type which .conforms to certain contour lines adopted by the M. C. B. Association. This type of coupler is shown in Figs. 5579-5597. The standard contour lines are shown in Fig. 5579.

This form of automatic coupler was adopted as standard in 1887. Further details were adopted in 1889 and 1893. An action of the Association in 1889 permits the use of a coupler 28 inches long instead of 30 inches as shown, for use only on cars already in service and requiring such length coupler. In 1889 the Association decided that the opening in the carrier iron, where coupler enters, should be 5% inches vertically and hVi inches horizontally. Drawing revised in 1896.

In 1903 the solid knuckle was adopted as a standard of the Association to be used for all re- pairs and in all new couplers after January 1, 1904.

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.

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The revision made in 189G consisted in the elimi- nation of the carrier iron from the Recommended Practice.

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

In 1899 the vertical dimension of the knuckle was fixed at 9 inches as a minimum.

In 1899 the vertical dimension of the end of guard arm was fixed at 7% inches as a minimum.

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 di- mensions of the knuckle and end of guard arm, was adopted as a standard of the Association.

In 1899 the vertical height of the stop shoulder, or horn of coupler, was fixed at not less than 3% 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 Associ- ation.

In 1899 the sizes of pivot pins were fixed as follows:

1% inches or 1% inches in diameter and 13% inches from the under side of head to center of pin hole for %-inch cotter.

In 1901 a design of shank 5 by 7 inches back of the head was submitted, and, upon reference to let- ter ballot, was adopted as standard.

In 1904, as a result of the letter ballot, the note relating to pivot pins, was changed to read as fol- lows:

"Pivot pin must be of steel, 1% inches in diam- eter, of sufficient length to permit applying a %- inch cotter pin below the coupling lug."

In 1905 an additional dimension "not less than 20% inches" was added to plan view of 5 by 7-inch coupler, Figs. 5579-5597, to definitely locate the point at which shank shall measure 7 inches. Also the note, "Tail End for Continuous Draft," under the drawing of slotted tail coupler was omitted as being unsuited for present approved practice.

In 1907 a butt 5 x 5% x 9% inches for friction draft gear was adopted as standard.

Standard contour line was announced by Execu- tive Committee under instructions from the Associ- ation April 8, 1888. Limit gages for preserving standard contour line were adopted in 1891.

These gages, properly proven by master gages. may be procured from Pratt & Whitney Company, of Hartford, Connecticut. 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 one 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 Vi inch in thickness. The handhold was also re- duced in size to give greater strength.

In 1903 the contour line of the M. C. B. coupler was changed as now shown in Fig. 5579.

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.

Other types of couplers are shown as follows: Buckeye, Figs. 1739-1742. Melrose, Figs. 1766-1775. Chicago, Figs. 1757-1765 National, Figs. 1594-1598 Climax, Figs. 1630-1638. 1830-1847.

Gould, Figs. 1593, 1828- Pitt, Figs. 1721-1729.

1829. Sharon, Figs. 1616-1629,

Janney, Figs. 1608-1615 1798-1809.

1715-1720, 1812-1819. Simplex, Figs. 1589-1592.

Janney, R. E., Figs. 1583 Standard, Figs. 1599-1007.

15S8. Tower, Figs. 1639-1647.

Kelso, Figs. 1706-1714. Trojan, Figs. 1777-1793.

Latrobe, Figs. 1648-1657 Washburn, Figs. 1730- Major, Figs. 1743-1756. 1738, 1810-1811.

Automatic Car Couplers, Specifications for (M. C. B. Standard). In 1899 specifications and tests for M. C. B. automatic couplers were adopted as Recommended Practice. In 1903 they were revised. In 1905 they were revised and adopted as standard. For drop testing machine and details, see Figs. 6024-6027.

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

1. Couplers will be subject to the inspection and test of the above named company as to their mechanical workings, general condition and strength. The test and inspection will be made at the place of manufacture, where assistance and labor necessary to make satis- factory and prompt inspection and shipment must be furnished free by the manufacturer. The testing ma- chine and gages approved by the M. C. B. Association 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 1,104 and in the event of additional couplers being required to carry out the pre- scribed tests, they shall be furnished free of cost by the manufacturers.

3. Bars, knuckles and locking pins or blocks must be accurately made to gages furnished by the manufac turer. These gages must govern all dimensions repre- senting fitting surfaces, thereby insuring absolute inter- changeability and freedom of motion between the as- sembled parts without further adjustment or machin- ing. When assembled, knuckles and locking pins or blocks must work freely, but the lost motion between knuckles and bars must not permit more than Ys inch vertical play, or between knuckles and locks must not permit the knuckle to drop forward beyond the proper contour line, but % 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 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 %- inch cotter pin through the pin below the coupler lug. Pivot pins, after having the heads struck up, must be properly annealed.

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 in- jurious 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,

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must be broached out, and must not be more than -fs inch larger than pin. 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 annealed 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 company's drawing.

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 identifi- cation mark legibly cast or stamped at some point where it will not be worn off.

1, hereafter specified. If the coupler fails to stand the prescribed tests but, before failing, stands a sufficient 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.

2. From each 1,004 couplers accepted by test No. 1 four complete couplers shall be selected by the in- spector, one of which shall be subject to test No. 2, one to test No. 3 and two to test No. 4, hereafter specified. If any coupler or pair of couplers fails to stand the prescribed test but, before failing, stands a sufficient number of blows to make a retest admissible, a second coupler or pair shall be taken from the same lot or lots from which the first were taken. For in-

BCFORE TEST

HCTMH Or HEA3U*I«C OCrLCCTlOH IN TX*T HO _.

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8. Every coupler complying with the above require- ments must have legibly cast in raised letters on the head, and in plain view where they will not be worn off, the letters "M. C. B."; this mark to be evidence that the coupler is an M. C. B. standard.

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 ar- ranged 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 gage each coupler as to its compliance with drawing sizes, and for surface de- fects 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 accepted.

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.

stance, if the couplers selected for the test No. 3 have been taken from the fourth one hundred couplers and the failure allows a retest, a second pair shall be taken from the fourth one hundred couplers. If they stand the test, that lot of one thousand couplers shall be ac- cepted as far as that test is concerned; otherwise that lot shall be rejected and another lot of one thousand couplers substituted. Any part of any coupler which has been subjected to tests 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 pinhole 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

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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 1,040 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 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 % of an inch from its original position when pulled out against the lock by hand after receiving three blows at 5 feet, or if the knuckle will not open, or if the locking device is inop- erative after test. For measuring axial distortion and knuckle closure, see Figs. 1 and 2. Should the coupler before failing stand three blows at 5 feet and one blow at 10 feet, another complete coupler should be pro- vided and tested as per Section 8 governing retest.

Test No. 2. — Guard Arm Test of Drawbar. — As a pre- liminary, pivot, 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; a center-punch mark must also be placed at the end of guard arm and on lug (see Fig. 3). The coupler must be blocked rigidly in a vertical position in the machine with steel fillers and wedges, the latter sledged down tight and the sledging repeated after each blow. The butt must rest solidly on the anvil and must be blocked to prevent lateral motion. The edge of guard arm must be on line through centers of legs of machine.

Blows to be struck directly on guard arm.

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

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

The coupler shall be considered as having failed to stand this test if it is broken before it has received three blows at 3 feet and four blows at 5 feet, or if any crack appears more than one inch long or open more than 1-16 inch, or if the center-punched line is distorted more than 1% inches for 5 in. by 7 in. shank or 1%. inches for 5 in. by 5 in. shank couplers, or if the dis- tance between center-punch marks on bottom of head has widened more than 7-16 inch. For method of meas- uring axial and guard arm deflection, see Figs. 3 and 4. Should the bar before failing stand three blows at 3 feet and two blows at 5 feet, another coupler shall be provided and tested as per Section 8 governing retest.

Test No. 3. — Jerk Test of Complete Couplers. — One 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 (5) 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 5 feet and three blows at 10 feet, or if cracks appear more than one inch long or open more than 1-10 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 locking 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 as per Section 8 governing retest.

Test No. 4.— Pulling Test for Complete Couplers.— Two couplers shall be supported in the machine In- voke forgings and locked together as in running posi- tion, with their axis in the same straight line. The couplers must stand a steady pull of 120,000 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 its original position when pulled out against the lock. The measurement of knuckle opening must be obtained after the pressure is released. The couplers shall be considered as having failed to stand this test is they slip apart in the machine, or if the knuckle will not open, or if the locking devices are inoperative after above tests. Should either or both couplers fail to stand the prescribed test, but both stand 90,000 pounds, another complete coupler or pair of couplers shall be provided as per Section 8 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.

In 1904, specifications were adopted for separate knuckles, 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 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 gages ap- proved by the M. C. E. 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 gages must govern all dimensions representing fitting surfaces, thereby in- suring absolute interchangeability without machining.

4. Knuckles will not be accepted if distorted by improp- erly matched flasks or any other defects due to mold- ing. 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 A inch larger than 1%-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 a serial number and the manufacturer's name or identification mark legibly cast or stamped at some point where it will not be worn off.

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1XSPECT10X.

7. 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 ar- ranged 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 gage each knuckle as to its compliance ■with drawing sizes, and for surface defects and proper contour lines. Any irregularities or swollen parts on the working or bearing faces must be ground or ■chipped off 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 con- cerned; otherwise that lot of knuckles shall be rejected 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 ac- cepted; otherwise that lot of knuckles shall be rejected and another lot substituted and tested in the same way.

PHYSICAL TEST.

Test Xo. 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 be- tween 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 supports, and between the knuckle supports and the housing. 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 between the tail and hous- ing 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 tV 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 supports. 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 inserted between the tail of the knuckle

and striking block, so that the striking face of the

knuckle is in a horizontal position.

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 is inch. Should the knuckle before failing stand

three blows at 3 feet, another knuckle shall be pro- vided and tested as per Section 7 governing retest.

Automatic Coupling (Steam and Air Pipes). Figs. 1199-1204, 6410-6414. A device by means of which the steam, air brake and signal pipes are auto- matically coupled by impact. It is usually sup- ported by a hanger from the coupler, and springs back of the head keep the parts tight together. Al- lowance is made for vertical and lateral movement, and arrangement provided for interchange with cars not equipped with the device.

Automatic Deck Sash Ventilator. Figs. 4438-4441.

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 (High Speed Brakes). Figs. 1143-1147. 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 tri- angular port gives a graduated reduction. It also prevents the brake cylinder pressure from exceed- ing 60 lbs. pressure in a service application. The triangular port then gives a wide opening.

Automatic Slack Adjuster. Figs. 1173-1182, 1187-1192. See Slack Adjuster.

Automatic Switch (Electric Car Lighting). A device connected to the armature of the dynamo, by which the current is automatically turned onto the lights and batteries when the armature has reached a predetermined speed of rotation and consequent voltage output.

Automatic Tee Trap. Figs. 2849-2850.

Automatic Vapor Regulating Valve. Figs. 2844-2845.

Automatic Ventilator. Figs. 4418-4433. A ventilator which is self-adjusting, so as to exhaust air from a car if the train runs in either direction. A great variety of such devices exists, not all shown. See Ventilator.

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

Automobile Car. A special baggage car having wide side doors and an end door extending almost the entire width of the car, used for carrying auto- mobiles on passenger trains.

Auxiliary Arch Bar. A wrought iron bar sometimes used, which forms the lower member of a diamond truck side frame. See Arch Bar.

Auxiliary Belt Rail. 65a, Figs. 645-647. A thin strip of wood nailed on top of the Belt Rail, which see.

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 Buffer Spring. A spring placed back of a draft spring to give greater resistance to compres-

AUX

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sion on the drawbar in buffing. In this manner two springs operate in buffing, and only one in tension. Seldom used.

Auxiliary Compression Beam Brace. 165b, Figs. 577- 581; 164b, Figs. 599-619. The same as a Center Compression Beam Brace, wdiich see.

Auxiliary Reservoir (Westinghouse Automatic Air Brake.). Figs. 1260-1276, 1292. A cylindrical res- ervoir made of steel tubing, attached to the under side of a car or tender by auxiliary reservoir bands attached through auxiliary reservoir beams. In freight cars, auxiliary reservoir beams are termed brake cylinder blocks and end blocks. The res- ervoir 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. For freight train service the auxiliary reservoir, triple valve and brake cylinder are com- bined in one piece, Fig. 1275.

Auxiliary Reservoir Bands (Air Brake). Figs. 910-912. See above.

Auxiliary Reservoir Beams (Air Brake). Short wooden timbers bolted to the under side of the sills. In freight cars called brake cylinder blocks. See above.

Auxiliary Reservoir Bleeding Cock. Fig. 1281. See Reservoir Drain Cock.

Auxiliary Reservoir Hanger. Figs. 986-987. An Auxil- iary Reservoir Band, which see.

Avery System of Acetylene Lighting. Figs. 3357-3361. A system of acetylene gas lighting employing a gas generator mounted under the car in distinction from the Adlake System which employs a gen- erator mounted in the car. The carbide is put in a cartridge which is put in or removed from the generator, as shown in Figs. 3358-3359.

Axle. 2, Figs. 4771, 6207. A shaft made of wrought iron or steel, to which a pair of wheels is attached by pressing on in a hydraulic wheel press. They are distinguished according to use, as passenger car, freight car, hand car, street car axle, etc., and according to mode of manufacture, as hammered, fagoted, muck bar axles, etc. See also Car Axle. The M. C. B. standard axles are shown in Figs. 5510-5513.

Axle (M. C. B. Standard). 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 instead of for cars of particular capacity. See Figs. 5510-5513.

Axle. — A. With journals 3% by 7 inches. De- signed to carry 15,000 pounds. This axle is the standard of the Association for cars of 40,000 pounds capacity.

In 1873 a standard for car axles was recom- mended, the form and dimensions of which, except- ing 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 iVi inches, by letter ballot.

In 1901 the diameter of wheel seat was changed from 4% to 5% inches.

In 1901 a notation was added to the drawing of this axle showing a straight taper between certain points on the axle, also a diagram showing location of the borings to be taken from steel axles for analysis. See Figs. 5767-5768.

In 1902 further changes were made in the diame- ter 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 wdieel was changed to % inch, with the center from which the radius is struck coincident with the in- side face of the hub of the wheel.

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

Axle.— B. With Journals iYi by 8 inches. De- signed 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% inches to 5% inches.

In 1901 a notation was added to the drawing of this axle, showing a straight taper betw-een certain points on the axle, also a diagram showing location of borings to be taken from steel axles for analysis. See Figs. 5767-5768.

In 1901 the diameter of the middle was increased from 4% inches to 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 ?A inch, with the center from which the radius is struck coincident with the in- side face of the hub of the wheel.

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

Axle. — C. With Journals, 5 by 9 inches. De- signed to carry 38,000 pounds. This axle was adopted as a standard of the Association in 1899. made a standard of the Association in 1898.

In 1901 the diameter of wheel seat was changed from 6% inches to 6Vz 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 loca- tion of borings to be taken from steel axles for analysis. See Figs. 5767-5768.

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 % inch, with the center from which the radius is struck coincident with the in- side face of the hub of the wheel.

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

Axle. — D. With Journals, 5 Ms by 10 inches. De- signed 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 loca- tion of borings to be taken from steel axles for analysis. See Figs. 5767-5768.

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 % inch radius was adopted between the

AXL

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 % inch.

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

Axles (M. C. B. Recommended Practice for Specifica- tions for Iron and Steel Axles). 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 print, which will be furnished by the R. R.

2. All axles must be cut off and faced to exact lengths, and be centered with 60 degree centers in the manner indicated in blue prints, so as to prevent lathe centers from bottoming. Axles must be made of 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 journals 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 in- spection. Under no circumstances shall car axles

lie shipped from the works where they are made -until they have been tested, inspected and ac- cepted by a proper representative of the com- -pany.

4. For each one hundred axles or fraction thereof ordered one additional axle must be fur- -nished for test. This axle will be selected at ran- dom from the pile and subjected to the prescribed ■drop test for iron axles of its class. If it stands

the test, the one hundred axles, or fractional part thereof that it represents, will be inspected, and only those accepted that are made in a workman- like 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 and test. Axles will not be accepted if the diam- eters fall below the dimensions for forged sizes given in the blue prints, or if exceeding those di- mensions by more than Vk 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 es- sential 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 supports 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 required, after the fifth blow. After the first blow the deflection of the axle under test will be measured in the manner speci- fied below.

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

No. Height of Deflec- Axle — Blows. Drop. tion. M. C. B. m, by 8 inch jour- nals 5 2iy2ft. 7ys in.

M. C. B. 5 by 9 inch jour- nals 5 29 ft. 6 1-16 in.

M. C. B. 5% by 10 inch jour- nals 5 36 ft. 5 7-16 in.

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

M. C. B. axle, 4% by 8 inch journals.. 8% inches M. C. B. axle, 5 by 9 inch journals.. 8 1-16 inches M. C. B. axle, 5Va by 10 inch journals. .6 1-16 inches In order to measure the deflection, prepare a straightedge 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 straightedge not touch the axle at any place. Next place the axle in position for test, lay the straightedge on it, and measure the distance from the straightedge to the axle at the middle point of the latter. Then, after the first blow, place the straightedge 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 straightedge at the point farthest away from the latter. The difference of the two measurements is the de- flection.

Specification for Steel Axles. In 1899 the follow- ing 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, ex- cept at point "A" on diagram below.

2. All axles must be made of steel, and the ma- terial desired should have the following composi- tion:

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

AXL

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 un- finished portion, "A" on diagram below, 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 either of them blow number and date.

Portiont marked "A " to be unfinished and to have ttamfiea upon either of them

blow number and dale.

4. Manufacturers must notify

when they are read}- 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 read}' for test, the inspector 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 axles 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 de- faced heat numbers, or any axles having heat numbers not clearly legible, 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 work- manship and defects visible to the eye, and as to whether they conform to dimensions and direc- tions on the order, or tracing, or in these speci- fications. All axles not satisfactory in these re- spects must be laid aside and will not be further considered. This being done, if less than thirty axles in any heat are left, he will refuse to con- sider that heat further. If in this inspection de- fects are found wdiich the manufacturer 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 the phys-

ical test the inspector will draw a straight line parallel with the axis of this test axle ten (10) 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 the 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 laboratory, 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 last 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 %-inch diameter drill, acting parallel to the axis of the axle, and starting with its cen- ter in the last described prick-punch mark. The borings will be analyzed in accordance with stand- ard 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 axles shows that the steel meets the chem- ical requirements, all of the axles of that heat which have passed inspection and the physical test will be regarded as accepted. The inspector 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 sub- ject to further test, but in no case will even ac- cepted axles be loaded and shipped except in the presence of the inspector. In all cases the in- spector 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 essen- tial parts are: The points of support on which the axles rest during tests must be three feet apart from center to center; the tup must weigh 1.040 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 axis of the axle must be five (5) inches. When an axle is tested it must be so placed in the machine that the tun will strike it midway between the ends, and it must

AXL

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 un- der the drop test as specified above, shall stand the number of blows at the height specified in the following table without rupture and without ex- ceeding as the result of the first blow the deflec- tions given:

Xo. Height Axle. Blows, of Drop. Deflection.

M. C. B. 414 by 8 inch journals for 60,000- pound cars 5 34 feet 7 inches

M. C. B. 5 by 9 inch journals for 80,000- pound cars 5 43 " 5% "

M, C. B. 5% by 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 re- sulting from the first blow exceeds the following: M. C. B. axle, 4% by 8 inch journals. . .IV-i inches M. C. B. axle, 5 by 9 inch journals. .. .6%

M. C. B. axle, 5% by 10 inch journals . .4% "

9. Axles will be 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 constituents below, outside the following limits, namely:

Carbon, below 0.35 per cent, or above 0.50 per cent.

Manganese 0.60

Phosphorus 0.07

10. In order to measure the deflection, prepare a straightedge as long as the axle, by reinforcing it on one side, 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 straightedge not touch the axle at any place. Next place the axle in position for test, lay the straightedge on it and measure the distance from the straightedge to the axle at the middle point of the latter. Then, after the first blow, place the straightedge 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 straightedge at the point furthest away from the latter. The difference in the two measurements is the de- flection.

Axle Box (British). A Journal Box, which see. See Grease Axle Box, Oil Axle Box.

Axle Box Cover (British). A hinged movable cover on the axle box through which the lubricant is in- troduced. On British oil axle boxes the cover is generally bolted to the box, with a strip of leather interposed to make an oil-tight joint. The oil is replenished through a small orifice closed by a screw plug or spring hinge. See Figs. 6760-6777.

Axle Box Keep (British). The lower part of an axle box, which in an oil box contains the lubricant, and in a grease box simply protects the under side of the journal from dust.

Axle Collar. Fig. 5510. 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 diame-

ters of an axle. Were at one time standards of the M. C. B. Association.

Axle Generator. A small direct current generator usu- ally mounted on the truck and driven by a belt from a pulley mounted upon the axle and running over a pulley mounted upon the shaft of the gen- erator. These generators are always provided 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 preserv- ing 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 direc- tion of the armature of the generator renders an automatic device of this kind absolutely necessary.

Axle Guard. 1. (British.) American equivalent, ped- estal. The ordinary or W pattern consists of a wrought iron plate attached to the sole bar, which permits vertical motion of the axle box, but re- strains movement in any other direction. Fig. 6656. 2. Axle guard has been applied to the axle safety strap. It has also been applied to the safety beam, Figs. 4800-4801.

Axle Guard Crown (British). The main part of the Axle Guard, which see.

Axle Guard Crown Washer (British). A piece of wrough iron plate, used as a washer for three or more bolts, which secure the main part of the axle guard to the sole bar.

Axle Guard Keep or Horn Stay (British). A piece of iron which secures the lower end of the jaws of the axle guards together. See Fig. 6656.

Axle Guard Stay Rod or Axle Guard Stretcher (Brit- ish). American equivalent, pedestal tie bar. A longitudinal rod connecting the lower ends of the axle guards. a and keeping them in position.

Axle Guard Truss. A wrought iron forged bar con- necting the iron transoms of a six-wheel truck, and carrying the middle safety beam. It were bet- ter called the middle safety beam truss.

Axle Guard Wing (British). The inclined part of an axle guard, strengthening it fore and aft.

Axle Guard Wing Washer (British). A piece of iron plate used as a washer for two or more bolts se- curing the wing of the axle guard to the sole bar. See Axle Guard Wing.

Axle Light System of Lighting. So sailed from the fact that the current is generated from a dynamo con- nected either directly or by belt to the car axle. Auxiliary storage batteries, which are charged while the train is running, supply current when the train is standing still or going slow. Automatic switches throw in the current for charging and cut the gen- erator in and out. There are a number of systems in limited use, but the demand is growing rapidly. See Gould Electric Car Lighting. Consolidated Electric Car Lighting, Newbold System, Bliss Sys- tem.

Axle Packing. A Dust Guard, which see. The journal packing is often called axle packing.

Axle Pulley. The belt pulley mounted upon the car axle for driving the axle generator. This pulley is always split and provided with a bushing that is bored out to fit the tapering axle.

Axle Pulley Bushing. A bushing or sleeve, split longi- tudinally and bored conically inside to fit the taper- ing car axle and turned cylindrical!}' outside to fit the hub of the axle pulley.

AXL

BAR

Axle Safety Bearing (Passenger Car Trucks). 51 and 55, Fig. 4780. The safety beam of a truck above the axle and the axle safety strap, 55, below it, together forming a circle around the axle.

Axle Safety Strap. 55, Fig. 4771. See above.

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.

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 recipes are:

Copper 1 1

Antimony 1 5

Tin 10 50

Another recipe 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, which see, 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. The bearing or brass should be bored out to re- move scale.

Babcock Fire Extinguisher. Fig. 3849. A device for causing rapid generation of carbonic acid gas when desired by breaking a bottle of acid in the in- terior by means of the bottle breaking head (the handle projecting up in the center of the top of the apparatus'). The solution within consists of about 2M> lbs. of bicarbonate of soda in about 6 gals, of water.

Back (for a Pipe Clip). Fig. 2755. A metal strap some- times used to attach the clips to, instead of attach- ing the latter directly to the surface to which the clip is attached. See Seat Back.

Back Band (Car Seat). The molding or metallic band that protects the top, bottom and side edges of a seat back. A seat back molding. Figs. 4174, 4197.

Back Cylinder Head (Air Brake Cylinder). 4, Figs. 1275-1276. See Non-Pressure Head.

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

Back Guy (Steam Shovel). 15, Figs. 595-598. An iron rod running from the top of the "A" frame to an anchor over the body bolster under the boiler.

Back Plate (Kirby's Door Lock). I, Figs. 2480-2481.

Back Seat Bottom Rail (Longitudinal Seat). A horizon- tal wooden strip at the back edge, to which a wood- en seat bottom is attached. See Seat Bottom Rail.

Back Seat Rail (Street Car Seats). A longitudinal strip of wood which extends along the back edge, and is fastened to the window posts.

Back Seat Rail (British). In a carriage, a small trans- verse wooden bar secured to the partition and sup- porting the seat boards.

Back Squab (British). American equivalent, seat back. In a carriage, that part of the seat which fits the small of the passenger's back, and also supports the

head and a fixed back, covered with cloth and stuffed with curled hair. Made elastic by springs.

Back Squab Sofa Springs (British). Analogous to the American seat back springs. One end of these springs butts against the partition and the other against a sheet of stout canvas, the back squab rest- ing against the latter.

Back Stop Timbers. Short sub-sills bolted and keyed by packing blocks to the center sills of a car in line with the draft timbers, to assist the draft or center sills in transmitting the buffing shocks and strains. Usually called a buffing sub-sill.

Baggage Car. Figs. 192, 017-619. A car for carrying the baggage of passengers. A combination bag- gage car. Fig. 193, is one having compartments set off for express or mail, or both. A combination car or coach. Fig. 188. etc.. is a passenger car with a baggage compartment. A Push Baggage Car. which see, is a light car for use at stations.

Baggage Truck. See Baggage Wagon Truck.

Baggage Wagon Truck. A four-wheeled vehicle with a frame or rack for carrying baggage, used to move the latter by hand about railway stations. A two-wheeled vehicle for the same purpose is called a baggage barrow.

Bail. A curved handle of a more or less semi-circular form for a pail, bucket, lantern or other utensil. As applied to lanterns, Fig. 3618.

Baker Car Heater. Figs. 2676-2783. A stove invented and patented by Mr. Wm. C. Baker for warming cars. It is arranged so as to heat water in a coil of pipe in the inside of the stove, and cause it to cir- culate through a series of pipes laid near the floor of the car. The original heater has undergone many changes, and only those forms are shown that are in current use. They are: The Single- Coil Fireproof, Figs. 2676-2695; the Two-Coil Fire- proof, Figs. 2696-2716; the Perfected. Figs. 2717- 2735, and the Mighty Midget, Figs. 2736-2748, with the parts belonging to them.

Balance Spring (Passenger Truck Brake Gear). Figs. 4851-4853. A flat spring from which the adjusting hanger is suspended and which keeps the brake head balanced in its proper position.

Balance Valve Pressure Regulator. Fig. 2815. A valve for automatically regulating the pressure in the steam pipes in a car-heating system.

Bali-Bearing Butt Hinge. Fig. 2449. A butt hinge, the washer of which is a ball bearing.

Bail-Bearing Side Bearing and Center Plate. Fig. 5335.

Ballast Car. Figs. 80-89. A center dump car for haul- ing and distributing ballast. See Rodger Ballast Car, Goodwin Car, Gravel Car.

Ballast Plow. See Rodger Ballast Car and Plow.

Ballast Wagon (British). Figs. 6559-6560. American equivalent, gravel car. A four-wheeled gondola car, fitted with falling doors at the sides and ends, and used for conveying ballast, rails and ties.

Baltimore Ball-Bearing Center Plate and Side Bearing Fig. 5335.

Band (for Seat Backs). Figs. 4197-4208. More prop- erly Seat Back Molding, which see.

Band Saw (Woodworking Machinery). Figs. 6824-6825, 6826, 6828. A machine with two revolving wheels of large diameter over which a thin continuous rib- bon or band of steel with teeth cut in the edge is run. The saw passes down through a table on which the work is placed to be cut.

Bar Lift. See Bar Sash Lift.

BAR

FEA

Bar Sash Lift. Fig. 4630. A sash lift having a short horizontal metal bar attached to two flanged studs or stanchions; used for the large sashes of sleep- ing and parlor cars.

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

Barber Roller Side Bearing Truck. Figs. 4700-4704 See Roller Side Bearing Truck.

Barney & Smith Car Seats. Figs. 4134-4137.

Barney & Smith Steel Passenger Trucks (4-Wheel). Fig. 4736; (6-wheel), Fig. 4774.

Barr Vestibules. Two types of vestibules designed by Mr. J. X. Barr, which are called the wing vestibule and the toggle vestibule. Xow little used.

Barrel Car. Fig. 25. A flat car, racked so as to carry many empty barrels. They are made long, and th • racks are very high in order to make up a carload weight.

Barrel Door Bolt. Fig. '2386. A door bolt made of a round metal bar and held on its slide in a round tube or "barrel." It is constructed so that when it is either engaged or disengaged from its keeper. :.t can be turned by a short lever or knob and held in either position by suitable stops.

Barrel Seat Lock. Fig. 4223. See Seat Lock.

Barrett Geared Ratchet Lever Jack. Fig. 3875.

Barrow Truck. This term has been used to designate two-wheeled vehicles used about railroads for mov- ing freight and baggage by hand; but the more usual practice is to speak of Baggage Barrows or Freight Trucks, which see, although both are sometimes designated as barrow trucks

Bartley Flange Nut Fastener. Fig. 38G2.

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 is by a Mast Pocket, which see.

Base Washer (Passenger Car Platform Posts). 40, Figs. 648-651. A metal ring or plate, which forms a bearing for the post on the platform end timber.

Basin. 1, Fig. 3684. A hollow vessel made of porce- lain or metal, and in cars usually fixed in a suitable stand with pipes and other attachments for filling it with water and emptying it. Such basins are used as lavatories in sleeping and other passen- ger 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 fastened to a stanchion called the basin chain holder.

Basin Bushing and Plug. Figs. 3639-3641.

Basin Chain. See Basin.

Basin Chain Holder. Fig. 3660. See Basin. Frequently called a basin chain post, or basin chain stay.

Basin Couplings. Figs. 3639-3645. See Basin.

Basin Plug. Figs. 3640-3641. See Basin.

Basin Pump. 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 most used. The use of basin pumps has been practically dis- continued on standard sleeping cars, the water being carried in tanks under the car and forced through the pipes by compressed air. They are still in general use, however, on tourist sleeping

cars, chair cars and many day coaches. See Pull- man Water Supply.

Basin Valve. 5, Fig. 3684.

Basket Rack (British, Parcel Net). Figs. 2892-2932. 145, Figs. 648-651. A receptacle made of cast metal ends, rods, or a combination of rods and wire net- ting for holding parcels. 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. One is shown in Figs. 3919- 3932. Parlor cars usually have no basket rack, but sometimes package racks are placed between the windows. Basket racks are sometimes called bun- dle racks.

Basket Rack Bracket. 18, Fig. 2205 and Fig. 3904. A light metal or wooden support for the end or center of a basket rack.

Basket Rack Netting. Figs. 3894-3896. Wire or silk netting with very large meshes, which forms the bottom or back of a basket rack.

Basket Rack Rod. Figs. 3894-3896. A small round metal bar which forms the main portion of a basket rack, and to which the netting, when used, is fas- tened.

Basket Rack Tip. Figs. 3894-3896. An ornamental knob or acorn on the end of a basket rack rod.

Bastard Howe (Freight Car Framing). Fig. 267, etc A style of framing having the vertical rods and in- clined posts like the familiar Howe truss, but hav- ing also an upright post connected with the rod and serving more or less as a part of the truss. The Hnwe truss proper has been used in freight car construction to a limited extent.

Bastard Pratt Framing. Is a modification of the Pratt bridge truss, which differs from the Howe truss in having vertical posts instead of rods, and inclined rods instead of braces. A combination truss em- bodying the essential features of both the Howe and Pratt trusses is quite commonly used.

Batted Flax Fibre. Fig. 2199.

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

Batten Wagon (British). A four-wheel flat car about 24 feet long, fitted to carry sawed timber about 23 feet long, termed battens.

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 me- chanical 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.

In car construction the place of the inside bead is taken by the window casing, or inside window stop; the place of the outside bead by the outside window stop, and of the parting bead by the sash parting strip, or stop bead. The term is also fre- quently applied to any form of small, light molding of simple outline. See Molding and Stop Bead.

Bead Molding (British). See Bead and Planted Mold- ing.

Beam. "The term beam is generally applied to any piece of material of considerable scantling, whether

BEA

BEL

subject to transverse strain or not; as, for example, 'collar beam,' 'tie beam,' 'Brestsummer beam,' the two former being subject to longitudinal strains of compression and tension, respectively, and the lat- ter to transverse strain." — Stoney.

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

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

3. "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 (which sec), to take the place of wooden beams in buildings. 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. 5104-5139, etc. See

Axle Safety Bearing. Lower Brake Shaft

Body Truss Rod Bear- Bearing.

ing. Rocker Side Bearing.

Brake Hanger Bearing. Side Bearing. Brake Shaft Bearing. Stop Key Journal Bear-

Center Bearing. ing.

Crank Shaft Bearing. Swing Hanger Pivot

Cup Side Bearing. Bearing.

Dust Guard Bearing. Truck Side Bearing. Journal Bearing. Truss Rod Bearing.

Lead Lined Journal Upper Brake Shaft

Bearing. Bearing.

Lever Shaft Bearing. 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.

Bearing Spring. An occasional but not the conven- tional term for the bolster springs or main springs of the car.

Bearing Spring (British). American equivalent bolster spring. The spring which carries the weight of the vehicle and rests on the axle box. In British practice almost invariably a half-elliptic spring.

Bearing Spring Buckle (British). American equiva- lent spring band. A solid wrought iron strap which confines the plates of the bearing spring, and is generally provided with lugs on the lower side so that it cannot be moved transversely or longi- tudinally on the axle box. The plates arc secured to the buckle by a %-in. vertical rivet.

Bearing Spring Shoe (British). A cast iron lipped rub- bing piece, secured to the under side of the sole bar, on which the ends of the bearing spring bear.

Bell. Sec Recording Bell, Signal Bell, Smoke Bell, etc.

Bell Cord. Fig. 2321. Originally a rope, one end of which is attached to a signal bell on the engine, and which extends through or along the tops of the cars the whole length of the train, and is used for signaling to the locomotive engineman. It is

carried by various forms of Bell Cord Bushings, Bell Cord Hangers, and Bell Cord Guides (which see). In passenger trains it is attached to the rafters or purlins by suitable supports on the, inside of the cars. On passenger trains, the bell cord is made of lengths equal to that of each car, and is fastened together with suitable couplings. Bell cord is made almost exclusively of cotton, solid braided, flax, Italian hemp, but sometimes leather, and is known by the following names in trade: Brass wire covered, fancy braided, flaxen, Italian hemp, solid leather and solid braided. The usual sizes are s'z inch, Vi inch and 392 inch in diameter, and the usual colors are drab, mahogany. Since the introduction of the train air signal system the bell cord in each car is separate and not carried through the train. One end is attached to the car discharge valve and a pull on the cord releases the air in the signal pipe and blows the signal in the engine cab. Bell Cord Beveled Bushing. Figs. 2308-2309. See Bell

Cord Bushing. Bell Cord Bushing. Figs. 2304-2314. A thimble lining a hole through a partition for a bell cord to pass through; in distinction from a bell cord guide, which is attached to the side or roof of the car or to the bell cord hanger and serves solely the ,pur- pose which its name implies. For passing the bell cord through inclined surfaces beveled bushings are used, which are frequently provided with one or more pulleys to avoid friction. Bell Cord Chain Hanger. Figs. 2368-2369, 2377. Bell Cord Coupling. Figs 2318, 2324-2325. The hook at- tached to the end of a bell cord to enable it to be connected or disconnected at pleasure with another bell cord; not to be confused with a bell cord splice, Fig. 2319, which is intended as a permanent connec- tion. Bell 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 ear and thus hold it in its place and prevent it from being drawn out of its guides. Bell Cord Guide. Figs. 2328-2341, 3961. A metal eye or ring attached to the roof or ceiling of a car, or to the end of a Bell Cord Hanger (which see), and by which a bell cord is carried or conducted. According to their method of attachment to the car, they are designated as bell cord guides, with flange, or with screw, or with screw and flange, and they arc often provided with one or more pul- leys, and are sometimes swiveled when the bell cord is to be conducted in an oblique line. The pulleys are ordinarily at the bottom, but sometimes at the side of the bell cord guide, according to the direction of probable strain. Certain tubelike forms of bell cord guides are occasionally miscalled Bell Cord Bushings, which see. Bell Cord Guide Washer. An ornamental washer for making a finish for a bell cord guide where it is attached to a car roof. Bell Cord Hanger. Figs. 2355-2377. A guide for the bell cord, hanging usually from the center of the clear story or upper deck. In its original form it consists of a bell cord strap, attached to a bell cord strap hanger bracket, which latter is screwed to the top of the car. The simpler forms of these brack- ets, as Figs. 2355-2359, arc called screw tops. The lower end of the strap carries a ring called the bell

BEL

BER

cord guide, which latter is often provided with a pulley at the bottom to obviate friction. To avoid unpleasant vibration, the double strap hanger has been used, giving lateral stability, and bell cord rod hangers, Figs. 2370-2373, have been used swing- ing on a pivot. Bell cord fixed hangers, Fig 2365, are used where the drop is small.

Bell Cord Hanger Bracket or Screw Top. Fig. 2356 See Bell Cord Hanger.

Bell Cord Hanger Straps. Figs. 2378-2385. See Bell Cord Hanger.

Bell Cord Pulley or Sheave. Figs. 2328-2353. A wheel in a bell cord guide over which a bell cord runs.

Bell Cord Rod Hanger. Figs. 2370-2373. See Bell Cord Hanger.

Bell Cord Sheave. A Bell Cord Pulley, which see.

Bell Cord Splice. Fig. 2319. A metal coupling with right and left hand screws for permanently splic- ing the ends of a broken cord. See Bell Cord Coupling.

Bell Cord Strap. Figs. 2378-2385. See Bell Cord Hanger.

Bell Cord Strap Hanger. Figs. 2355-2260. See Bell Cord Hanger.

Bell Cord Strap Hanger Bracket. Figs. 2355-2260. See Bell Cord Hanger.

Bell Cord Strap Hanger Screw Top. Figs. 23-56, 2365. See Bell Cord Hanger.

Bell Cord Thimble. A Bell Cord Bushing, which see.

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.

Bell Crank (Hand Car). 23, Figs. 6207-6209. A crank- attached to the propelling lever shaft, giving more favorable direction to the power applied to the levers.

Bell Rope. A Bell Cord, which see.

Bell's Exhaust Hopper Ventilator. An attachment placed underneath the floor pipe of a closet hopper, on the under side of a passenger car, to produce a downward draft through the hopper when the car is in motion. The attachment is of a concave coni- cal form, which by the motion of the train in either direction causes the air to pass downward through the floor pipe by creating a partial vacuum at the base.

Belt Aligning Device. 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 win- dows, in the middle of the wide board called the inside lining.

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

Belt Rail. 49, Figs. 262-272, etc.; 65, Figs. 599-619. A part of the framing of a passenger or street car frame below the windows on the outside, extending the whole length of the car body and attached to each post. It is usually framed into the posts and supports the window sills. The term is often ap- plied to the Girth, which sec of a box car. The Upper Belt Rail, which see, is a similar strip di- rectly above the window.

Belt Rail Band (Street Cars). An iron band on the outside of a belt rail covering the joint of the latter

with the panel. It extends around each corner of the car to the door posts.

Belt Rail Cap. 81, Figs. 645-647, A thin strip of wood nailed to the top of a belt rail, and which forms a seat for the window sill.

Belting. See Victor-Balata Belt.

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.

Bend (Iron Pipes). Fig. 2772, etc. See Return Bend. They are distinguished as close and open return bends.

Bent Ladder Round. The lower round of the ladder of box cars, having an angle turned up at the inside for the safety of trainmen, to prevent the foot slip- ping off the ladder round. The use of such rounds has been recommended by the M. C. B. Associa- tion. See Ladder and Ladder Round.

Berlin Woodworking Machinery. Figs. 6826-6834.

Berth. 1, 2, Figs. 2201-2202, 4112. A bed in a Sleeping Car, which see; 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, as shown in Fig. 2203. A full section with both the upper and lower berths made up is shown in Fig. 2201. See Lower Berth, Upper Berth.

Berth Arm. A Berth Brace, which see.

Berth Bolt. See Berth Latch Bolt.

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. Fig. 4235. A bracket on which an upper berth of a sleeping car rests when lowered.

Berth Catch and Plate. 48, Figs. 2201-2202; Figs. 3977- 3978.

Berth Chain. 25, Figs. 2201-2202; C, Fig. 4365. A pitch 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 End Plate. See Berth Spring Lug.

Berth Chain Pulley. 24, Figs. 2201-2202; L, Fig 4365. A pulley attached to the roof of a sleeping car, over which a berth chain runs.

Berth Curtain. 17, Figs. 2201-2202. A curtain hung in front of a sleeping car section to hide the occupants from sight. A single curtain covers both berths, and is hung from the berth curtain rod.

Berth Curtain Hook. Figs. 4376, 4383. 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. 2201-2202, 4369-4372. A rod usually made of metal tubing, fastened above a section of a sleeping car and to which a berth curtain is hung. They are now made in sections

BER

BET

supported by folding brackets, and swing into the upper berth out of sight, except when berths are made up. See Berth Curtain Rod Bracket.

Berth Curtain Rod Acorn. See Berth Curtain Rod Tip.

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

Berth Curtain Rod Bracket. 15, Figs. 2201-2202, and Figs. 4399-4405. A metal bracket attached to the deck side 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, Fig. 4405, is sometimes used as a substitute for a bracket at certain points. The stationary bracket has been replaced by the folding curtain rod bracket, which folds, with the rod attached, into the upper berth and out of sight when the curtains are not in use. See Curtain Rod Folding Bracket.

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

Berth Curtain Rod Hanger. Fig. 4405. See Berth Cur- tain Rod.

Berth Curtain Rod Socket. A metal flanged ring which is fastened to some part of a sleeping car to carry the berth curtain rod, also called berth curtain rod bushing.

Berth Curtain Rod Tip or Acorn. See Acorn.

Berth Extension Arms. Fig. 4318.

Berth Fixtures, etc. Figs. 4305-4410.

Berth Front. 4, 5, Figs. 2201-2202. The bottom of the upper berth when it is down. There are two parts, the upper part and the lower part, which is next to the car side. The berth front panel is between the two berth fronts.

Berth Front Borders and Corners. Figs. 4262-4267.

Berth Front Panel. 6, Figs. 2201-2202. The panel in the bottom of the upper berth between the two berth fronts.

Berth Handle. A Berth Latch Handle, which see.

Berth Headboard. 9, Figs. 2201-2202. See Headboard.

Berth Head Rest Pivot and Plate. Figs. 4216-4217.

Berth Hinge. Figs. 4349-4352. A hinge or joint by which the back edge of an upper berth of a sleep- ing car is attached to the side of a car. They are distinguished as loose and fast. A fast hinge is shown in Fig. 4355. The loose hinge fits in a plate or bushing. Shown with the hinges.

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

Berth Hinge Plate. Fig. 4353. A plate which takes the place of a berth hinge bushing.

Berth Lamps. Figs. 4385-4387. Electric lamps for the berths of sleeping cars. The Gibbs lamp is fixed in the partition between two berths, and the one lamp may light two berths, there being a metallic cover or slide which shuts it ofif at any time from either side of the partition.

Berth Latch. 47 and 48, Figs. 2201-2202 and Figs. 4356- 4361. A spring bolt 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. 2201-2202, 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. 2201-2202. A bar or pin of a berth latch which engages in a corresponding strike plate or keeper to hold the berth up.

Berth Latch Face Plate. Figs. 4368, 4373-4374.

Berth Latch Handle. Figs. 4368, 4373-4374.

Berth Latch Keeper. Also called Strike Plate, which see. 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 (or Lock) Plate and Bolt. Figs. 4323-4324.

Berth Latch Rocker Plate. See Berth Latch Lever.

Berth Latch (or Lock) Rods. Fig. 4367.

Berth Latch Shell. A metal covering made in the form of a sea shell for covering and protecting the handle of a berth latch in a sleeping car.

Berth Lock. A Berth Latch, which see.

Berth Mattress. 18, Figs. 2201-2202. 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, as shown in the figure.

Berth Numbers. Figs. 4378-4382. 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 or Bunk Partition. S, Figs. 2201-2202. 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 Pivot. Fig. 4327.

Berth Pivot Socket. Figs. 4305-4306.

Berth Rattle Stop. Figs. 4330-4331.

Berth Rest. See Upper Berth Rest.

Berth Safety Latch Handle, in place attached to car, 47,. Figs. 2201-2202. See Safety Berth Latch.

Berth Safety Rope. 26, Figs. 2201-2202. A wire rope fastening the upper berth of a sleeping car to the fixed arms of the lower berth, to prevent accidental closing up of the upper berth in case of overturning of the car. The rope is fastened to the upper berth by a berth safety rope fastener and to the lower berth by inserting a knob into a berth safety rope holder.

Berth Safety Rope Fastener. See Berth Safety Rope.

Berth Safety Rope Holder. See Berth Safety Rope.

Berth Safety Rope Hook. Fig. 4384.

Berth Safety Rope Knob. See Berth Safety Rope.

Berth Spring. 23, Figs. 2201-2202; Fig. 4367. 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 it.

Berth Spring Frame. 23, Figs. 2201-2202 and Fig. 4367. A metal support which holds a berth spring and fusee.

Berth Spring Fusee. See Fusee.

Berth Spring Lug or Clip. M, Fig. 4365. 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, which see

Bettendorf Body and Bolster. Figs. 1125-1127, 1142. Body and truck bolsters made of I-beams having their webs compressed to give the necessary reduc- tion in height at the ends. The two beams are placed side by side and tied together with end plates, the side bearing castings and center plates.

Bettendorf Cast Steel Truck. Figs. 4687-4692.

BET

BLO

Bettendorf Underframe. Figs. 1019-1023, 1027-1029. A metal underframe for freight cars, built up of structural steel shapes, pressed and formed into the shapes as used in the car. Beveled Bushing. Fig. 2308. See Bell Cord Bushing. Beveled Washer. Fig. 743. A washer used to give an even bearing for rods which stand at an acute angle to the surface on which the nut or bolt head bears. Sometimes two such washers which come near together are cast in one piece, and are then called double beveled washers. See Triangular Washer.

Bezel. "A term applied by watchmakers and jewelers to the groove and projecting flange or lip by which the crystal of a watch is retained in its setting. An ouch." — Knight. Hence Globe Bezel (Pintsch Gas Lamp), which see, 307, Figs. 3208-3224.

Bibb. A curved nozzle for conveying liquids and chang- ing the direction of their flow, usually from a hori- zontal to a vertical current. Hence —

Bibb Cock. Fig. 3656. 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. Figs. 372-375. A low side gondola car, built of steel throughout for transportation of hot steel billets or other heavy material.

Bin Coke Car. Figs. 521-523. A steel car for carrying coke, which has the floor divided up into a number of separate hoppers or bins so that all or only part of the load may be discharged by opening one or more of the doors at the bottoms of the bins.

Bit (of a Key). The part of a key which enters the lock and acts upon the bolt and tumblers. The bit con- sists of the web and wards. The web is the por- tion left after the wards are cut out. The wards (of a key) consequently are those spaces which fit over the Wards of a lock, which see. Some bits have no wards.

Blake Butt. An indefinite term, meaning in general a plain cast iron butt hinge, having a washer, but no acorns or screw pin.

Blank Hinge. A hinge which permits the door to swing open in either direction. It is intended as a sub- stitute for one of a pair of Double-Acting Spring Hinges, which see, as being lighter and cheaper.

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

Blind. A Window Blind, which see. They are some- times 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. 305-308. A layer of light boards next above the inside ceiling in the roof of the car.

Blind Floor (Refrigerator Cars). I, Figs. 305-321. A layer of boards under the sub-floor and fastened to nailing strips secured to the bottom of the sills.

Blind Lifts, Bushing, Bolt, etc. Fig. 4527. See Win- dow Blind Lift, etc.

Blind Lining (Refrigerator Cars). E, Figs. 305-321. A thin layer of boards between the outside sheathing and the inside lining; also called intermediate lining, 53a, Figs. 305-321.

Bliss Folding Platform Gate. Figs. 4013-4014. A metal gate for platforms of railroad and street cars which has a joint in the middle and which folds together when opened, and does not occupy much space.

Bliss System of Electric Train Lighting. Figs. 3371- 3491. Includes the so-called axle light system for individual cars and the head-end system, as applied to entire trains. For generating the current on single cars it employs generators of various capaci- ties, ranging from 1% to 6 k.w., while for head-end working generators from 8 to 25 k.w. are used. All the smaller generators are belt driven, while the largest are fitted with gears and special axles simi- lar to street railway motors. The generators are automatically connected and disconnected from the lighting and battery circuits by special electrically operated switches, thus preventing discharge of batteries through generators when the latter run under operative speed or are at rest.

The output of all sizes of generators may be regulated to compensate for varying train speeds by any of the standard types of regulators made by the company of which a number have been de- veloped to meet varying conditions. They all oper- ate to secure maximum output within the limits of the capacity of the generator, and are further ar- ranged to prevent over-charging the storage bat- teries, which constitute an essential element in this system.

The lamp voltage, in all cases, is maintained con- stant by means of sensitive, though ruggedly con- structed special lamp regulators. The result is that all batteries are fully charged whenever the power ceases, which is the case when the car or train stops. The discharge taken from the batteries for lighting lamps at stops or terminals is quickly restored after the axle generators become operative again. All apparatus is automatic and requires no attention on the road.

The system has also been extended to include the proper regulation of steam-drive, head-end gen- erators to secure maximum economy in battery operation and maintenance, the same general types of generator regulators and lamp regulators being employed. The system also embraces all the train lighting appurtenances, such as train line couplers, automatic jumpers, etc. A train may be operated by a head-end generator, and, in addition, any num- ber of the cars may be equipped with individual axle light plants, while some of the cars may be supplied with batteries and lamps only, and still others with nothing but lamps. All the cars may be coupled together by the train lines, and yet all the various pieces of apparatus will act in unison and harmony together, one car helping another, if need be, without overloading generators and regu- lators and without interfering with the operation of the lamps. A flexible, universal, interchangeable and complete system of electric car and train lighting.

Block. 1. "A heavy piece of timber or wood, usually with one plane surface; or it is rectangular and rather thick than long." — Webster.

2. "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; of a shell or frame enclosing the pulley or pulleys; and of a

BLO

BOD

strap or band, consisting of a rope, encompassing the shell, and attached by an eye of rope or a hook to some object." — Ed. Ency.

The interior wheels are termed sheaves, which latter term is often used to designate the whole block or pulley, but incorrectly. 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 sometimes loosely termed snatch blocks. See, Body Bolster Spacing Packing Block.

Block. Safety Beam Block.

Body Bolster Truss Spring Block.

Block. Swing Hanger Friction

Brake Block. Block.

Brake Cylinder Block. Transom Bearing Block. Buffer Block. Transom Truss Block.

Center Plate Block. Truck Bolster Guide

Dead Block. Block.

Distance Block. Truck Bolster Truss

Floor Timber Distance Block.

Block. Truss Block.

Guide Block

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.

Block Car. A car generally attached to wrecking trains, behind the wrecking crane, for carrying blocking, ropes, chains and other tools. Usually a common box car, sometimes fitted up with bunks.

Blocking. A mode of securing 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.

Blount Door Check. Fig. 2652.

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. See

Brake Foot Board, Letter Board.

Deck Soffit Board. Roof Boards.

Eaves Fascia Board. Roof Running Board.

Fender Board. Running Board.

Head Board. Seat Back Board.

Inside Cornice Fascia Soffit Board.

Board. Splash Board.

Inside Cornice Sub-Fas- Tread Board, cia Board. Board Roofs (Freight Cars). A very indefinite term, usually meaning either one with a double layer of boards only, with or without painted canvas or other packing, or a single layer of boards covered with sheet metal. The Winslow and other roofs have boarding over the metal sheets. Boarding Car. A car fitted up for cooking and serving meals to men at work on the line of a road. It is sometimes fitted with sleeping berths and bunks. Body. 1. (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.

2. (Of a Valve, Cylinder, etc.) The main or principal part, to which the other parts are at- tached, as cylinder body, etc. Body Bolsters. Figs. 1077-1115; 12, Figs. 262-272; 10, Figs. 577-578-599, 619. The transverse members of the underframe over the trucks which transmit the loads carried by the longitudinal sills to the trucks through the center plates. Metal body bolsters are

becoming standard for use on freight cars regard- less of whether the sills are of wood or steel. For passenger cars, built-up iron double-body bolsters or cast steel double-body bolsters are commonly used. Built-up metal body bolsters are made in the form of a truss, the top member being known as the top plate and the bottom member as the bottom plate or compression bar, the two being held apart by a web filler or small castings called body bolster thimbles. The term body transom is sometimes applied to the bolster, but incorrectly, as this term applies more properly to the cross tie timber.

Body Bolster Compression Bar. 2, Figs. 1128-1129, and 12b, Figs. 262-272.

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

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

Body Bolster Sandwich Plates. See above.

Body Bolster Tension Bar. Figs. 1128-1129, and 12a, Figs. 262-272, etc.

Body Bolster Thimble. Figs. 941, 948. See also Body Bolster.

Body Bolster Truss Block. 15, Figs. 341-344. A block of wood or distance piece on the top of a wooden body bolster between the center floor timbers and underneath the bolster truss rods.

Body Bolster Truss Rod. 13, Figs. 202-272. A metal rod which lies parallel with 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 Saddle Straps. Straps that connect the truss rods, passing diagonally through the two ends of the body bolster. The strap is a flat bar of iron about 3 x V2 inch, with a rectangular bend at the ends, into which the truss rod heads fit. These straps bear upon the center sills.

Body Bolster Truss Rod Washer. 14, Figs. 262-272. An iron bearing plate on the end of a body bolster; often made to take two or more rods.

Body Brace. 33, Figs. 262-272. An inclined member of the body side or end framing. In the usual form of side framing for freight cars the braces are inserted in the panels 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. 34, Figs. 262-272. 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. Figs. 952-953; 17, Figs. 262-272; 11, Figs. 1046-1047. The center plate attached to the under side of the body bolster. See Center Plate.

Body Check Chain Eye. Fig. 914. An eye bolt or clevis for fastening a truck check chain or safety chain to the car body. See also Truck Check Chain Eye.

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BOL

Body Check Chain Hook. An iron hook on the Check Chain, which see, which enters into the check chain eye. Body Counterbrace. 37, Figs. 262-272, etc. A brace in the side frame of a car body between the bolsters and the end of the car. These braces are inclined in a direction opposite to those between the bolster and center of the car. Sometimes counter braces are inserted in the central portion of the car be- tween the two bolsters. They are then termed center counter braces. See Counterbrace and Framing. Body Counterbrace Rod. 37, Figs. 262-272. 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 End Furring. Furring in the end of a car. See

Furring. Body End Plate. A wooden plank across the end of the car joining the side plates together. They are fre- quently made very wide and heavy. See End Plate. Body End Rail. See End Rail. Body End Rib (Street Car). A rib in the end of a street

car. See Body Rib. Body Hand Rail. 44, Figs. 648-651. An iron rod or bar attached to the end of passenger and street cars for persons to take hold of in getting on or off the cars; not to be confused with Platform Rail, which see. Body Knee (British). No American equivalent. A heavy wrought iron knee, securing the sides of the body to the underframe and keeping them at right angles to one another. Body Post (Freight Car Bodies). 42, Figs. 262-272. An upright timber which is framed into the sill and plate of a freight car. The body posts and corner posts form the vertical members of the side frame of a car body. In passenger cars such posts are called Window Posts, which see. See Post. Body Post Pocket. 42a. Figs. 262-272, etc. See Pocket. Body Queen Post. 22, Figs. 599-619. An iron rod, bar or casting, on the under side of a car body and against which the body truss rods bear. It is often stiffened laterally and longitudinally by a body queen post stay. Fig. 989. See also Queen Post. Body Queen Post Stay or Brace. 22b, Figs. 648-651.

See Body Queen Post. Body Rib or Side Stud (Street Car). A rib or vertical post of the car body framing which corresponds to the studs. They are curved to conform to the shape of the street car body. Body Ring (Pintsch Lamp). 301, Figs. 3208-3224. Body Side Bearings. 16, Figs. 262-272; 9, Figs. 1046- 1047. The upper one of the two Side Bearings, which see, attached to the body bolsters. Body Spring. A Bolster Spring, which see. Body Transom. 22, Figs. 262-272, etc. A name some- times given to the Needlebeam or Cross Tie Tim- ber, which see, bolted to the under side of the sills. Body Truss Rod. 19, Figs. 262-272; 20, Figs. 599-619; Figs. 886-887. An iron rod usually 1% in. or 1%' in. in diameter extending from end sill to end sill, pass- ing 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 sag- ging between the bolsters. In passenger cars truss rod anchor irons are sometimes used, which are

fastened to the sills near the bolsters. The truss rods are then attached to these anchors and are not brought out through the end sills. Truss rods are distinguished as center, intermediate and side or outside truss rods. Usually only four are used, but sometimes six or eight. Body Truss Rod Bearing. 21, Figs. 262-272; Figs. 753- 755. A cast or wrought iron plate or post on the under side of a truss block, or of a cross tie timber, serving the purpose of a Body Queen Post, which see.

Body Truss Rod Hopper Strap. A tie strap passing un- der and supporting the hopper of a gondola car, the ends of which strap are fastened to the body truss rods, which carry the stress to the end sills.

Body Truss Rod Saddle. 20, Figs. 262-272; 21, Figs. 599-619. 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 re- stricted to such use.

Body Truss Rod Washer. 19a, Figs. 262-272. 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). Figs. 6737-6738. A swiveling Car Truck, which see. All American eight-wheeled cars and coaches are what are termed in Great Britain bogie carriages, or wagons.

Bogie Carriage (British). Figs. 6466-6467, etc. A ve- hicle for passenger service recently much used on the fastest trains. The body is from 40 to 54 feet long, usually divided into compartments, with side doors, but often having a through corridor, and seating from 30 to 80 passengers. It is carried on four or six-wheel trucks. See also Carriage.

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.

Bohn Refrigerator. Figs. 329-331. A system of refrig- eration in which the cold air is siphoned from the ice tanks into the circulating passages of the car. The same principle is used on small refrigerators for dining and cafe cars.

Boies Car Wheels. Figs. 5412-5413. A steel-tired wheel with a wrought iron single plate, or with a double plate center. The single plate seems most in favor, and is fastened by what the manufacturers call an integral tire lock. This lock and the manner of fastening the tire are shown in the engravings, with the cross section of the tire.

Boiler (Steam Shovel). 26, Figs. 596-598.

Boiler Wagon (British). A six or eight-wheeled car having two bogies or trucks at the ends with a drop- down platform between them, adapted to carry any exceptionally heavy or bulky load, such as a boiler, a heavy piece of machinery or a portable engine. It is mechanically an American freight car, with the middle portion dropped down to near the level of the rails. Also called Well Wagon or Trolley Wagon, which see.

Bolster. Figs. 1077-1115, 4796-4797, etc. A cross timber or trussed beam on the under side of a car body (Body Bolster, which see), and in the center of a truck (Truck Bolster, which see). The bolsters carry the body and truck center plates, the body

BOL

BOO

bolster resting on the truck bolster. Special forms for passenger cars are Compound Bolster, Double Body Bolster, which see. Fig 1147.

Truck bolsters are either Swing Bolsters, which see, admitting of lateral motion to ease off shocks. or rigid bolsters, which permit no lateral motion. All passenger trucks have swing bolsters. In freight car service the rigid bolster has the prefer- ence, and rigid bolster trucks are the more nu- merous.

Bolster Bridge (Six- Wheel Truck). 62, Figs. 4780- 4783. A Side Bearing Bridge, which see.

Bolster Center Casting. A hollow rectangular-shaped casting placed between the draft timbers and body bolster plates; the king bolt passes through it.

Bolster Chafing Plate. Figs. 4928-4929. 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, which see. The corresponding casting on the side of the bol- ster which is, strictly speaking, the bolster chafing plate, is commonly called friction block or friction plate. Figs. 4930-4931.

Bolster Distance Block. The same as a Body Bolster Thimble, which see.

Bolster Flitch Plate. The iron or steel plates of a built- up bolster, sandwiched between wood pieces. They are rarely met with now, having been almost en- tirely superseded by the metal bolster. They are also called bolster sandwich plates. .

Bolster End Cap. A metal plate over the end of the truck bolster, replacing the bolster truss rod wash- ers used on trussed wooden bolsters.

Bolster Hanger. See Swing Hanger.

Bolster Hanger Carrier. Figs. 4893-4895. A Swing Hanger Pivot Bearing, which see.

Bolster Jack Screws (Wrecking Cars). Jack screws at- tached to the spring plank for the purpose of taking the load off the springs and making the entire truck and car body one rigid structure when the derrick of the wrecking car is in use. Tongs or Crabs, which see, and detached jack screws are used to ac- complish the same end.

Bolster Plate (Passenger Car Trucks). Fig. 4977. Wrought iron plates bolted to the sides of wooden bolsters to strengthen them.

Bolster Sandwich Plate. See Bolster Flitch Plate.

Bolster Springs. 80, Figs. 4705-4713, 4771-4777, and Fig. 5371. The main springs 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. 75, Figs. 4771-4777. See Spring Plate.

Bolster Spring Seat. 74, Figs. 4771-4777. See Spring Plate.

Bolster Truss Block. A timber serving as a distance piece to fill a vacant space between the bolster and the center plate. There are two, a Body Bolster Truss Block and a Truck Bolster Truss Block, which see.

Bolster Truss Rod. See Body Bolster Truss Rod, Truck Bolster Truss Rod.

Bolster Truss Rod Washer. See Body Bolster Truss Rod Washer.

Bolt. 1. 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.

Various forms of bolts, which see for further definition, arc as follows:

Lug Bolt. Machine Bolt. Strap Bolt or U-shaped Bolt.

Carriage Bolt. Eye Bolt. Jaw Bolt. Joint Bolt. Key Bolt.

For bolts whose names are derived from the purpose for which they serve, see Box Bolt. Journal Box Cover Bolt.

Column Bolt. King Bolt or Center Pin.

Draft Bolt. Stake Pocket U-Bolt.

Drawbar Bolt. Stop Bolt.

Hub Bolt. Tire Bolt.

Journal Box Bolt.

2. (Locks and Latches.) A bar which enters the keeper or strike plate and effects the lock. See Berth Latch Bolt. Door Sash Bolt. Cupboard Bolt. Seat Lock Bolt.

Door Latch Bolt. Sofa Bolt.

Door Lock Bolt.

3. Figs. 2391-2405. A Door Bolt, which see, moved in slides directly by the hand to fasten an opening. See also

Barrel Door Bolt. Head Board Bolt.

Flush Bolt. Window Blind Bolt.

Bolt Cutter. Figs. 6842-6844.

Bolt Stop (Seat Lock). Fig. 4223. A small pin passing through the bolt to check excessive withdrawal.

Bonnet (Passenger Cars). A Platform Hood, which see.

Books, Catalogues, Pamphlets, etc. (M. C. B. Standard Sizes). See M. C. B. Reports.

Boom (Steam Shovel). 6, Figs. 596-598. 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). Figs. 596-598. A Clevis, which see. some- times attached to the upper end of the boom, to which the fixed end of the hoisting rope is attached. In other cases the clevis for this purpose is carried on the hoisting block.

Boom Engine (Steam Shovel). 8, Figs. 596-598. An engine mounted on the boom to operate the ratchet beam.

Boom Foot Sheave (Steam Shovel). 31, Figs. 596-59S. A fixed sheave or pulley at the bottom of the boom over which the hoisting chain is passed.

Boom Guys (Steam Shovel). 12, Figs. 596-598. Iron rods from the point of the boom to the top of the "A" frame, holding the boom in its inclined posi- tion.

Boom Idler Sheave (Steam Shovel). 32, Figs. 596-598. 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). 33, Figs. 596-598. 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). Figs. 596-598. A sheave carried at the upper ex- tremity 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 apd supporting the boom shoe.

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BOX

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). 11, Figs. 596-598. 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 cir- cuit or "boost" the same. Directly opposite of Bucker.

Boring Machine or Borer (Woodworking Machinery). Figs. 6T97, 6810, 6S19. A tool with one or more spiral cutting bits or augers mounted in a frame and rapidly revolved. The bits are sometimes ver- tical as in Fig. 6797, or horizontal as in Fig. 6819, or arranged to bore at any angle as in Fig. 6816.

Bosley Weather Strips. Figs. '2648-2651. See Weather Strips.

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.

Boston Finish Flush Door Bolt. Fig. 2262.

Bottle Bracket. Fig. 3674.

Bottle-Breaking Head (Babcock Fire Extinguisher). Fig. 3489. It breaks the acid bottle by screw pres- sure.

Bottom. "The lowest part of anything: as the bottom of a well, vat or ship." — Webster. See Alcove Pan or Bottom Hopper Bottom. Candle Bottom. Lamp Bottom.

Drop Bottom. Seat Bottom.

Bottom Arch Bar. 15. Figs. 4705-4713. An inverted arch bar. The pedestal tie bar is sometimes called bottom arch bar. See Arch Bar.

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

Bottom Cross Piece (British). The transverse piece in the Underframing, which see, supporting the floor and partition. Also called bottom cross bar.

Bottom Door Panel (British). The lowest panel on the outside of the door of a carriage. See Panel.

Bottom Door Rail. 5, Figs. 1329-1337 and 147, Figs 599-619. The lower transverse piece of a Door Frame, which see.

Bottom Door Track. 66, Figs. 262-272, and Fig. 929. 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, which see. See also Door Hanger and Car Door Hanger.

Bottom End Piece (British). American equivalent, end sill. The trans-, erse end piece in the underframe of a passenger vehicle.

Bottom Light Rail (British). A part of the body fram- ing of a carriage, forming the bottom of the win- dow opening.

Bottom Panel Batten (British). American equivalent, furring. In a carriage, a part of the body framing used to stiffen the panel, which is pinned to it. See Bottom Side Panel.

Bottom Plate (Metal Body Bolster). 12b. Figs. 262- 272: 2, Figs. 1128-1129. See Body Bolster.

Bottom Rail (of a Sash or Door). 147, Figs. 599-619; 5. Figs. 1329-1337. The lowermost horizontal bar or member of a frame.

Bottom Side (British). The lower longitudinal fram- ing of the bodv of a passenger vehicle.

Bottom Side and End Knee (British). A wrought iron knee, joining together the side and end members of the bottom of the body framing of a carriage.

Bottom Side Panel (British). The lowest panel on the outside of the body of a carriage.

Bottom Stove Plate (Baker Heater). Fig. 2730.

Bottom Truck Connection. The common name for a Brake Lever Coupling Bar, which see.

Bow. See Platform Hood Bow.

Bowl. See Basin.

Bowl (Pmtseh Gas Lighting). Figs. 3126-3121. A glass bowl used on all center and vestibule lamps.

Box. See Journal Box, Wheel Box (Street Cars).

Box Bolt (Diamond Trucks). The bolts holding the journal box in place. More properly, journal box bolts.

Box Car. Figs. 1-11, 262-304; details, 697-931. A com- mon form of American freight car. with roof and sides inclosed, to protect its contents. They are mounted upon two four-wheel trucks. The}- are usually lined for half their height with inside lining, and sometimes provided with an interior grain- tight grain door. See Car, Freight Car.

Box Cars (_M. C. B. Recommended Practice for Inside and Outside Dimensions). In 1904, the inside di- mensions 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.

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

Height from top of rail to upper edge of eaves, 12 feet ?4 inch; width at eaves at above height, maximum, 9 feet 7 inches.

Box Car Details. Figs. 697-931.

Box Cars, Framing for (M. C. B. Recommended Prac- tice). In 1904, the style of framing shown in Figs. 6021-6023 for cars of 60,000 pounds capacity was adopted as Recommended Practice.

In 1904, the style of framing shown in Figs. 6021- 6023, for cars of 80,000 pounds and 100,000 pounds capacity, was adopted as Recommended Practice.

In 1904, the style of end framing shown in Figs. 6021-6023, for cars of 60,000 pounds, 80,000 pounds and 100,000 pounds capacity, was adopted as Rec- ommended 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 Car Side Door and End Door Fixtures. Figs. 5961- 5999. (M. C. B. Recommended Practice.) In 1897 a committee on this subject reported with details which were afterward adopted by letter ballot as Recommended Practice of the Association.

Box Cover. See Journal Box Lid.

Box Cushion. Fig. 4180, etc. 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 some- times stuffed with hair or other elastic material alone, but usually steel springs are used in addition,

Box Fruit Car. Figs. 21. 341-344. See Ventilated Box Car.

Box Guide. See Journal Box Guide, Pedestal.

Box Lid. See Journal Box Cover or Lid.

Box Packing. Journal Packing, which see.

Box Room (Axle). The Dust Guard Bearing, which

BOX

BRA

Box Steps. 45. 46, 48, Figs. 599-619, 617-619. Passenger car steps made with wooden stringers or sides. They are distinguished from open steps. Ordi- narily called platform steps. Box Stock Car. An ordinary box ear with large grated openings for ventilation, but excluding rain. Little used except for horses. See Stock Car. Brace. 33, Figs. 262-272; 51, Figs. 599-619. An inclined beam, rod, or bar of a frame, truss, g rder, etc., which unites two or more of the points where other members of the structure are connected together, and which prevents them from turning about their joints. A brace thus makes the structure incapable of altering its form from this cause, and it also dis- tributes or transmits part of the strain at one or mure of the joints toward the point or points of support, or resistance to that strain. A brace may be subjected to either a strain of compression or tension. In the former case, in car construction it is called simply a brace; in the latter it is called a brace rod.

They are called right or left handed, according to the inclination of their top to a person standing facing the car. See Berth Brace. Door Brace.

Body Brace. End Brace.

Brake Lever Bracket Pedestal Brace.

Brace. Roof Brace.

Brake Shaft Step Brace. Side Lamp Brace. Compression Beam Brace. Brace Pocket. 30 and 41, Figs. 262-272, and Figs. 707- 709. A casting which forms a socket for holding the ends of the braces in the car body framing. See Brace, also Double Brace Pocket. Brace Rod. 34, Figs. 202-272. An inclined iron rod which acts as a brace. A vertical rod acting in conjunction with a brace is called a sill and plate rod, or, in passenger cars, for short rods below the window, brace straining rod. See Body Brace Rod, Counterbrace Rod. Brace Rod Washer. 33, Figs. 262-272; Figs. 743-744 anl 770-771. A bearing plate for the nut or head of a brace rod, sometimes made 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 con- nected or tied to the sill of the car. The brace rods are members of the truss, of which the sill, braces, posts or plates, etc., form parts. Such rods often have hook heads at the upper ends against which the braces bear, and nuts at the lower ends by which they are screwed up, and are thus brought into a state of tension and the braces into com- pression. An equivalent in freight service is the sill and plate rod. Bracket. 1. "An angular stay in the form of a knee to support shelves and the like." — Webster. Sec- Arm Rest Bracket. Lamp Bracket.

Basket Rack Bracket. Lamp Chimney Bracket.

Bell Cord Strap Hanger Longitudinal Step Bracket. Bracket.

Berth Bracket. Running Board Bracket.

Berth Curtain Rod Seat Rail Bracket. Bracket. Side Lamp Bracket.

Brake Lever Bracket. Signal Lamp Bracket.

Brake Shaft Bracket. Sliding Door Bracket.

Brake Step Bracket. Smoke Bell Bracket.

Cylinder Lever Bracket. Towel Roller Bracket. Door Track Bracket. Window Curtain

Hand Rail Bracket. Bracket.

2. (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, 8,. Figs. 599-G19. A stronger form, now used in car construction, is called a triangular Gusset Plate, which see.

Bracket (Cast Iron Wheels). Fig. 5402, etc. The stif fening ribs cast on the plate.

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

Bracket Lamp. Figs. 3180-3182. A Side Lamp, which see. See Pintsch Gas Lamp.

Bracket Nut. A small nut, turned by a Spanner, which see.

Bracket Steps (Hopper Cars). 28, Figs. 474-477. Steps secured to the side of the car on the inside to serve as a substitute for a Running Board, which see.

Brake or Brake Gear. Figs. 1173-1325, 5072-5253; (M. C. B. Standards and Recommended Practice) Figs. 5710, 5519-5565, 5570-5571, 6000-6009, 6028-6176. The whole combination of parts by which the motion of a car is retarded or arrested. The Foundation Brake Gear, which see, includes all the parts by which the pressure of the air in the brake cylinde- is transmitted to the wheels. See Air Brake. High Speed Air Brake.

Automatic Air Brake. Quick Action Brake.

Brake Beam. Straight-Air Brake.

Brake Lever. Traction Brake.

Brake Shoe. Vacuum Brake.

Foundation Brake Gear. Westinghouse Brake.

Brake Axle (Hand Car). A shaft carrying a Brake- Shoe, which see.

Brake Beam. Figs. 5083-5193; 84, Figs. 4771-4777. Transverse iron, steel, or wooden bars to which the brake heads and shoes are attached. They are either inner hung or outer hung, and 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 prevent the ends of the brake shoes from coming in contact with the wheel when the brakes are re- leased. It is attached to the truck transoms or truck bolster in freight trucks, and to the truck frame end piece in passenger trucks, by a project- ing brake beam adjusting hanger carrier, and to the brake beam by an eye or clip. Sometimes called a parallel brake hanger.

Brake Beam Adjusting Hanger Carrier. See above.

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 Data. (M. C. P.. Standard.) Fig. 5710. Certain dimensions and capacities of brake beam were adopted as standard of the Association, by letter ballot, in 1889, and these standards, as modi- fied by subsequent action, are shown for iron brake beams.

All beams must be capable of withstanding a load of 7.500 pounds at center without more than rV inch deflection; where it is necessary to use :i stronger beam it must be capable of standing a load of 15,000 pounds at center without more than ■ft inch deflection.

BRA

The angle of brake beam lever is 40 degrees from vertical. 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 CO1! inches in length from center to center of break head, with an allow- able variation of Ys inch in either direction.

All brake beams shall be proven by gage shown, which shall be the standard gage for this purpose

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

The angle of the lever fulcrum shall be 40 de- grees 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 variations in either directions from above measurements shall not exceed iV inch. Holes should be made straight and true by drilling, ream ing or broaching, and shall be not less than l#i inches nor more than 1% inches in diameter.

All lever pin holes shall be proven by gage shown, 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 Ts inch in diameter.

In 1908 two brake beams were adopted as stand- ard, as follows:

Brake beam Xo. 1 to be suitable for cars weigh- ing not over 35,000 pounds light weight.

Brake beam Xo. 2 to be suitable for cars exceed- ing 35,000 pounds light weight.

BRAKE BEAM SPECIFICATIONS AND TESTS.

For each 500 brake beams or less, which pass in- spection and are read}- for shipment, one repre- sentative beam shall be taken at random and sub jected by the company manufacturing the beams, and in the presence of the railroad company's in- spector, 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 representing the tread of the wheel; when mounted in this manner the load shall be applied to the fulcrum in the normal line of pull. As a preliminary to the test a load of 6,000 pounds shall be applied and released, after which observations for records shall be taken. Beam Xo. 1. under a load of 6,500 pounds shall not deflect to exceed .0625 inch; beam Xo. 2. under a load of 12,000 pounds, shall not deflect to exceed .0625 inch.

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 accepted 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 500 beams or less submitted for test that failed to meet the prescribed test will not be accepted.

On cars built after September 1, 1909, it will not

be permissible to hang brake beams from any por- tion of the body of the car.

In 1907 the following details regarding brake beams were adopted as recommended practice:

That brake hangers shall have an angle as nearly 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.

That brake-beam hanger brackets shall be at- tached to some rigid portion of the truck.

That the opening between the gibs of the yoke for the 9%-inch butt-coupler be made 6% inches instead of 7% inches, in order to increase the bear- ing of the present yoke on the coupler butt.

Brake Beam Eye Bolt. Properly an eye bolt for fasten- ing a lower brake rod to a wooden brake beam, they have threads cut nearly their entire length, and usually a nut is placed on each side of the brake beam, which can be screwed up so as to take up the wear of the brake shoes.

Brake Beam Fulcrum. See Brake Lever Fulcrum.

Brake Beam Gage (M. C. B. Standard). A metal templet for ascertaining or regulating the several dimensions of standard brake beams. See Temp- let. In 1907 a standard brake beam gage was adopted. Fig. 5708.

Brake Beam Hanger (Hand Car). 28. Figs. 6207-6209. A Brake Hanger, which see.

Brake Beam King Post. 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.

Brake Beam Release Spring. See Release Spring.

Brake Beam Safety Chain. See Brake Safety Chain,

Brake Beam Safety Guard. See Brake Safety Chain.

Brake Beam Strut. A Brake Beam King Post, which see.

Brake Beam Truss Rod. A rod used to truss or strengthen a brake beam.

Brake Block. Another name for a Brake Head, which see. Brake block is the usual British term for the combined brake head and shoe. The two are often combined in one piece on British cars, no remov- able shoe being used.

Brake Carrier. See Brake Hanger Carrier.

Brake Chain. See Brake Shaft Chain.

Brake Chain Connecting Rod. An iron rod connecting the brake chain to one of the brake levers, usually the floating lever.

Brake Chain Sheave. 160a. Figs. 648-651. An iron wheel or pulley around which the brake chain passes.

Brake Chain Worm. 1. 160. Figs. 648-651: Fig. 946. 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.

2. A cylindrical casting with a screw-shaped groove intended only to make the chain wind evenl}'. Brake Clevis. A Brake Lever Fulcrum, which see. Brake Connecting Rod. More properly. Brake Chain

Connecting Rod, which see. Brake Connection. Fig. 867. A Brake Rod, which see. A round iron rod. usually made with jaws on the ends to fit over the brake levers. They transmit the pressure on the brake cylinder piston from one brake lever to another and finally to the brake shoes. The rods take their names from the brake

ERA

lever to which they are attached which is farthest from the cylinder.

Brake Cord Guide. A guide similar to a bell cord guide for the air brake cord, which passes through every car fitted with the Westinghouse air brake ap- paratus, and operates the conductor's valve. See Bell Cord.

Brake Cut-out Cock. Fig. 1281. A valve inserted 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 working properly. The closing of this valve does not inter- fere with the operation of the brakes under any other car in the train.

Brake Cylinder (Air Brake). Figs. 1257-1276. A cast iron cylinder attached to the frame of the car, con- taining 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 pressure head and the non-pressure head. For freight cars the brake cylinder and the auxiliary reservoir are usually combined, the reservoir being bolted to one end of the cylinder and forming one of the cylinder heads. The piston rod of the passenger brake cyl- inder, Fig. 1257, has a crosshead at its outer end, to which is attached the cylinder lever. The piston rod of the freight brake cylinder, Fig. 1259, is hol- low and loosely encloses a push rod which is at- tached to the cylinder lever. In the Vacuum Brake, which see, a somewhat similar cylinder is used.

Brake Cylinder Block (Westinghouse Freight Brake). A stick for attaching the combined Cylinder and auxiliary reservoir to the under side of the sills. See Auxiliary Reservoir Beam, a similar part for passenger cars.

Brake Cylinder Pipe (Westinghouse Brake). The pipe which connects the brake cylinder with the triple valve.

Brake Cylinder Plate (Westinghouse Freight Brake). Fig. 884. The steel plate to which the brake cyl- inder is bolted and by which it is attached to the sills.

Brake Dog. A Brake Pawl, which see.

Brake Drum. A Brake Shaft Drum, which see.

Brake Eye Bolt. A Brake Beam Eye Bolt, which see.

Brake Finger. A Brake Pawl, which see.

Brake Foot Board. A Brake Step, which see.

Brake Gear (Air) for Freight Cars (M. C. B. Stand- ards). Figs. 1101-1188. See Air Brakes, General Arrangements and Details, Foundation Brake Gear.

Brake Gear, Foundation (M. C. B. Standard and Rec- ommended Practice). Freight, Figs. 5527-5565. Pas- senger, Figs. 602S-6176. See Foundation Brake Gear.

Brake Hand Rail. 190, Figs. 352-355. A hand rail, on the roof of box and stock cars, usually made of gas pipe, for the protection of brakemen when apply- ing brakes. It is stiffened by a hand rail brace.

Brake Handle. See Lindstrom Ratchet Brake Handle.

Brake Handle Wheel. 93, Figs. 262-272 and Figs. 731- 732. See Brake Wheel.

Brake Hanger. 86, Figs. 4771-4773. 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 hangers are distinguished as hooked, linked and U-shaped. Best practice locates this hanger so as to have the brake shoes a predetermined

height above the rail, thus insuring the same piston travel, regardless of whether the car is empty or loaded.

2. (British.) A wrought iron bar by which the brake block is suspended. Xo brake beam is com- monly used.

Brake Hanger Bearing. Fig. 4864. A pin held in a brake hanger carrier, which forms a bearing for a brake hanger.

Brake Hanger Bolt. A bolt which fastens the brake hanger to the brake hanger carrier.

Brake Hanger Bracket (British). American equivalent, brake hanger bearing. A bearing for the brake hanger, generally made of wrought iron.

Brake Hanger Carrier. 87, Figs. 4771-4777 and Fig. 4854. An eye or U-bolt, a casting or other fasten- ing by which a brake hanger is attached to the truck or body of a car. See Brake Beam Adjust- ing Hanger Carrier.

Brake Hanger Pin. Fig. 4864. A pin passing through the brake hanger carrier and brake hanger.

Brake Hanger Timber. A short transverse timber be- tween the floor timbers of a car body, which is framed into them, and to which the brake hangers, when hung from the body of a car, are attached.

Brake Head. 83, Figs. 4771-4777, 5205. A casting at- tached to a brake beam which carries a detachable Brake Shoe, which see. See Christie Brake Shoe and below.

Brake Head Gage (M. C. B. Standard). A metal templet for ascertaining or regulating the several dimensions of standard brake heads. See Templet. In 1907 a standard brake head gage was adopted. Fig. 5706:

Brake Head and Shoe (M. C. B. Standard). Figs. 5519- 5526. The brake head and shoe shown and 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 modifica- tion in details made since that date. Drawing re- vised in 1896 and in 1898.

The revision made in 1896 consisted in the modi- fication of the designs of brake head and shoe so as to secure increased clearance at the ends of shoe and erjual clearance both above and below the central lug on the back of the shoe; also, the addi- tion of brackets to support the lower bridge lug of brake head similar to the brackets formerly used to support the upper bridge lug. The taper of the shoe was altered so that it would correspond with the taper of the standard wheel tread, by increasing the thickness of the inner edge of the shoe from 1A inches to 1A inches.

The revision made in 1898 consisted in reducing the clearance allowed on either side (above and below) the central lug of brake shoe and adjacent lugs of brake head from Vs inch to -fa 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 a drawing showing the relation of hands 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 ft inch in depth.

Brake Head Gage (M. C. B. Standard). Fig. 5706.