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Title: Seattle Car & Foundry Company, Catalogue No. 3, December, 1913
Author: Company, Seattle Car & Foundry
Language: English
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Copyright Status: Not copyrighted in the United States. If you live elsewhere check the laws of your country before downloading this ebook. See comments about copyright issues at end of book.

*** Start of this Doctrine Publishing Corporation Digital Book "Seattle Car & Foundry Company, Catalogue No. 3, December, 1913" ***

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Libraries.)



                            A Record Breaker

[Illustration: Standard Connected Trucks

(Skeleton Car)]

                                   +----------------------------------+
                                   |                                  |
                                   | _The above log which was cut     |
                                   | by the Sunset Timber Company     |
                                   | of Raymond, Wash., measured      |
                                   | thirteen feet, six inches at     |
                                   | the butt and nine feet, two      |
                                   | inches at the top. It was        |
                                   | twenty eight feet long. The      |
                                   | Seattle Car and Foundry Company  |
                                   | simply points with pride to the  |
                                   | load and calls attention to the  |
                                   | fact that this car was only one  |
                                   | of a large order from their      |
                                   | stock patterns._                 |
                                   +----------------------------------+

[Illustration]

  +----------------------------------+
  |                                  |
  | _Yosemite Valley Lumber          |
  | Co., Merced, Cal., logging       |
  | operations. This incline         |
  | is 8700 feet long, part of       |
  | which is 80% grade. Equipped     |
  | by Seattle Car and Foundry       |
  | Company. For detailed            |
  | description of equipment see     |
  | Yosemite Grade Destroyer._       |
  |                                  |
  +----------------------------------+



                            CATALOGUE NO. 3

                            December, 1913

                                SEATTLE

                             CAR & FOUNDRY

                                COMPANY


                            [Illustration]

       Six awards Alaska-Yukon-Pacific Exposition. Highest award
                Grand Prize. Logging Flat Cars, Logging
                      Trucks, Patent Steel Bunks

   _OWNERS OF PATENTS COVERING HERCULES BUNK AND KNIGHT PATENT CHOCK
                          BLOCKS, ETC., ETC._

                             HOME OFFICES

                          Seattle, Washington

                               U. S. A.

                       _Branches_        _Works_

                  PORTLAND, ORE.        RENTON, WASH.
                           VANCOUVER, B. C.

[Illustration: WORKS AT RENTON, WASH.]



                       Seattle Car & Foundry Co.

                              FOUNDED 1905


The Seattle Car & Foundry Company was started in 1905 by a few Seattle
business men who had faith in the ability of the Pacific Coast to
support a home industry of this nature. A steady growth both in scope
and quantity of business has confirmed their judgment. Today the
Seattle Car & Foundry Company not only competes on an equal footing
with the east for the trade of the Pacific, but has extended its
field successfully into Alaska, British Columbia, China and all other
sections of the Orient. In its commodious, modern and efficient plant
it designs and builds Flat Cars, Box Cars, Logging Cars, Logging
Trucks, Air-Equipped Connected Trucks, Logging Bunks and Chocks,
Gondola Cars, Refrigerator Cars, Plantation Cars and Cane Cars, Caboose
Cars, Camp Cars, Industrial Cars, Contractors Dump Cars, Push Cars,
Quarry Cars, Track Construction Cars, Tram Cars.

[Illustration]

                             MAIN OFFICES

                            Alaska Building

                         =Seattle, Washington=

         CABLE ADDRESS                                  WORKS
         _Carco_, Seattle                       Renton, Wash.

[Illustration]

The Leading Car Shops of the Pacific Coast

At the present time the works of the Seattle Car & Foundry Co.
constitutes the largest and best equipped plant on the Pacific Coast
for the manufacture of cars, trucks and contractor's equipment, with
which is affiliated a rolling mill, providing us ample material under
most favorable conditions.

While the shops are perhaps not so extensive as those of some of our
Eastern and European competitors, they are capable of turning out work
in sufficient quantities and of a quality to enable us to successfully
bid on orders of any proportions.

We have been able to satisfy the most rigid requirements of such
trans-continental railroads as the Northern Pacific, Southern Pacific,
Chicago, Milwaukee & St. Paul, and the Harriman system, such electric
companies as Stone & Webster, the British Columbia Electric Railway
and the Portland Light & Power Company, not to mention successful
competition in the Orient with the leading firms of Europe.

But in spite of this success we never lose sight of the fact that this
plant was started primarily for the better service of the Pacific
Coast--particularly of the Pacific Coast logging trade. In this field
we claim a special fitness which has been proven, by the growth of
our business, in a few years, from a very humble beginning into an
organization of considerable industrial significance.

But whether you buy cars, trucks, forgings, castings, contractors,
bridge building or mining equipment, we are in a position to give you
better delivery than the East, greater capacity than any other coast
shops of the same character, and prices that are most reasonable for
the service rendered. Our sales and engineering department are at your
disposal.

You will get satisfaction in dealing with us. Three quarters of our new
business this year was from old customers. Why not get acquainted with
them and us? Write them or us.

  SEATTLE CAR & FOUNDRY COMPANY,
               210-15 ALASKA BUILDING,
                           SEATTLE, WASH.



_LIST OF SUBJECTS_

Treated in the order they appear in this

_CATALOGUE No. 3_

_Seattle Car & Foundry Co._


  Trucks, Connected
  Trucks, Hercules
  Trucks, Skookum
  Trucks, Snohomish
  Trucks, Columbia
  Bunks, Hercules
  Bunks, McLafferty
  Bunks, Skookum
  Flat Cars
  Flat Cars, Yosemite
  Flat Cars, Lidgerwood
  Box Cars
  Box Cars, Chinese
  Box Cars, Special Purpose
  Cabooses
  Cabooses, Combination
  Camp Cars
  Ballast Cars and Gondolas
  Tank Cars
  Dump Cars
  Mining Cars
  Tram Cars
  Push Cars
  Useful Tables
  Satisfied Customers

      _For information on further or Special Equipment, Address_

                     Seattle Car & Foundry Company
                        210-215 Alaska Building
                            Seattle, Wash.



Air-Equipped Connected Truck

(CAPACITY 80,000 POUNDS, ALLOWABLE OVERLOAD 10%)


[Illustration: A detailed description of this truck will be found on
the following page.

This design is protected by U. S. patents.]

[Illustration]

[Sidenote: _CODE
  "Connected"_]

=Part of a train of connected trucks operated by Smith-Powers Lumber
Co. of Marshfield, Ore.=


Details of Air-Equipped Connected Truck

(CAPACITY 80,000 POUNDS, ALLOWABLE OVERLOAD 10%)

This car was designed with the object of providing heavy capacity
Trucks with Air-Brakes, and at the same time reducing the dead weight
and maintenance to a minimum. This has become a recognized Standard
Logging Car, and as the design permits of considerable latitude in
length of car and centers of bunks, we do not hesitate to recommend it
to anyone who requires either Flat Cars or Trucks for strictly logging
purposes. The convenience of operation as compared with other types of
equipment is apparent. From an economic standpoint the comparison is
even greater. Some of the advantages are given below in detail:

1st. SIMPLICITY. Few parts to get out of repair, consequently car is
always in commission.

2nd. REDUCED COST. First cost is 18% less than Flat Car of same
capacity and equipment.

3rd. SMALL COST OF MAINTENANCE. More than 50% less than Flat Car.

4th. SAFETY OF OPERATION. Greatly increased over detached Trucks on
account of Air Equipment and rigidity of connection, and over Flat Car
in loading and unloading on account of skeleton construction.

5th. REFUSE NOT CARRIED TO DUMP. No deck to accumulate rubbish,
adding to dead weight of car, and carrying it to the dump where it is
discharged, often necessitating dredging to secure necessary depth of
water.

6th. REDUCED DEAD HAUL. Which is 30% less than Flat Car of same
capacity and equipment. This is important where heavy grades are
encountered.

7th. OPEN DESIGN. Facilitates operation of both loading and unloading,
lessening the time required and reducing the danger. At the same time,
ample protection is provided for Brake Rigging, eliminating danger of
being fouled by falling logs.

8th. INCREASED BUFFING CAPACITY. Connecting timbers forming backbone
of 300 sq. in. cross section, which offers great resistance to buffing
shocks.

  Length over timber, 40 feet, can be furnished up to 56 feet. Length
    over all, 42 feet. Width over connecting timbers, 30 inches.
    Height to center of Coupler, 2 feet, 10 inches. Height to top
    of Bunk, 48 inches. Width of Bunk, optional, 9 feet or 10 feet.
    Bunk centers in illustration, 24 feet, but is optional with
    purchaser. M. C. B. Automatic Couplers. Westinghouse Air Brakes.
    Inside Hung Metal Brake Beams. Standard Diamond Arch Bar Truck
    Frame. Metal Truck Bolster. Seattle Car Manufacturing Co.'s
    Patent Cast Steel Body Bolster in combination with Patent Cast
    Steel Bunks, riveted together, making solid section. Thirty-three
    inch Cast Iron Wheels, chilled tread, double plate. Steel Axles,
    4½ × 8 inch Journals. Malleable Iron and Steel Castings used
    throughout. Draft Gear optional. (Twin Spring or tandem.) Bunks
    Cast Steel, Hercules Patent, equipped with Knight Patent Chock,
    the McLafferty Stake, or the Skookum Bunk. Weight, approximately
    19,000 pounds. This Car is protected by U. S. Patents.

[Illustration: Owing to the original construction of Bunk and Bolster
no part of the load is carried on the timber sills.

Protected by U. S. Patents]

[Illustration]


Air-Equipped Connected Truck

The Most Practical Skeleton Logging Car on the Market. Equipped With U.
S. Safety Appliances to Meet Interstate Commerce Commission Requirements.

This car has done more to make the name of the Seattle Car & Foundry
Co. well known among the logging fraternity than any other single
one of our products. We instituted their use on the Pacific Coast.
They were designed to avoid many of the obvious disadvantages of flat
cars and to add the element of safety to trucks without materially
increasing cost.

The letter which follows, pictures better than we could, the reception
and experience of the trade, from the view point of the actual operator.

                       NORTHWEST LUMBER COMPANY
                            Kerriston Mill
                        Superintendent's Office

                                         Kerriston, Wash., July 19, 1913

  Mr. F. W. Chriswell, Chief Engineer,
              Seattle Car & Foundry Co.,
                        Seattle, Washington

  Dear Sir:

  Mr. Horton our Secretary has requested me to write you of our
  experience with the connected logging trucks which we have been
  using for the last three or four years.

  In a general way I might classify this under two heads,
  construction and operation. Regards to construction of these cars
  will say, while they are seemingly light, we have found them very
  strong, and more serviceable in our logging than flat cars which
  we had previously used and are still using. The air equipment
  as arranged in these cars is very well protected, and we have
  experienced practically no trouble whatsoever from breakage. Due
  to the construction of these cars with their three sills as the
  only woodwork, we have found the cost of maintenance very little,
  perhaps due to a certain extent to the accessibility of the parts,
  which permit of a thorough inspection by simply walking past the
  car. In operating, we have found these cars exceptionally adapted
  to the hauling of logs, and during our four years experience do not
  recall an instance where the load has been spilled due to any fault
  of the bunk or blocks. Our cars, of which we have twenty-four in
  operation, are built on twenty-four foot truck centers with nine
  and ten foot bunks, and during the last year and a half we have
  lost but one log except through derailment. We find that these cars
  seemingly ride easier than the seven flat cars which we have in
  service, permit of a larger load and carry their loads to better
  advantage. These cars are easily loaded, and it is not uncommon
  that we haul nine and ten thousand feet to the car. Our loads will
  average between seven and eight thousand feet per car. All of the
  trainmen who have worked on these cars, and the loaders in the
  woods like them very much. The fact that they are easy to load
  leads the loaders to put on a good load on them and in a careful
  manner, and in an all around way will consider them very much
  superior to the flat cars we are using, being seven in number of
  the standard logging type.

  Any further information which I may be able to give you and which
  you may desire, will be furnished with pleasure upon request.

  Very truly yours,
        GEO. N. PECK,
           General Superintendent


          _This Letter is Typical of Dozens We Have Received_

[Illustration: Old Style Standard Skeleton Car with Timber Bunk and
Automatic Trip Pockets to Provide for the Use of High Stakes. Equipped
With Air.]


List of Parts--Standard Car Equipment

[Illustration]

=CASTINGS--=

Give pattern number where possible in addition to list number.

  1 BUNK
  2 BUNK BRACKETS
  3 JOURNAL BOX
  4 JOURNAL BOX COVER
  5 JOURNAL BOX WEDGE
  6 COLUMNS
  7 COLUMN GUIDES
  8 JOURNAL BEARING
  9 BOLSTER FILLER
  10 CHAFING IRON
  11 BRAKE SHOES
  12 BRAKE WHEEL
  13 RATCHET
  14 PAWL
  15 TOP CENTER PLATE
  16 BOTTOM CENTER PLATE
  17 CHOCK BLOCK
  18 SIDE BEARINGS

=FORGINGS--=

  19 TOP ARCH BAR
  20 BOTTOM ARCH BAR
  21 TIE BAR
  22 TRUCK BOLSTER
  23 SPRING PLANK
  24 INTERMEDIATE LEVER
  25 CYLINDER LEVER
  26 LIVE LEVER
  27 DEAD LEVER
  28 DEAD LEVER STOP
  29 DEAD LEVER STOP BRACKET
  30 INTERMEDIATE LEVER FULCRUM
  31 PUSH ROD
  32 CENTER CONNECTION
  33 TOP CONNECTION
  34 BOTTOM CONNECTION
  35 HAND CONNECTION
  36 CONNECTION PINS
  37 LEVER CARRIERS
  38 CYLINDER BRACKETS
  39 RESERVOIR BRACKETS
  40 RELEASE VALVE HANDLE
  41 PIPE CLIPS
  42 BRAKE STAFF
  43 BRAKE HANGER
  44 SAFETY HANGER
  45 GRAB HOOK AND CHAIN
  46 FOLLOWERS
  47 KNIGHT CHOCK BLOCK
  48 CHAIN FOR CAST CHOCK BLOCK
  49 CHAIN FOR "KNIGHT" CHOCK
  50 TAIL STRAP
  51 CARRY IRON AND BRAKE STEP
  52 CARRY IRON
  53 STRIKING PLATE
  54 HAND CONNECTION BRACKET
  55 CENTER PIN
  56 CENTER PIN KEY
  57 UNCOUPLING LEVER
  58 UNCOUPLING LEVER BRACKET
  59 BRAKE SHOE KEY

=AIR EQUIPMENT--=

  60 AIR CYLINDER
  61 AIR RESERVOIR
  62 UNION
  63 STRAINER
  64 CUT-OUT COCK
  65 ANGLE COCK
  66 HOSE COUPLING
  67 RETAINER VALVE
  68 RELEASE VALVE
  69 TRIPLE VALVE
  70 TRAIN PIPE "B" END
  71 TRAIN PIPE "A" END
  72 NIPPLE
  73 RETAINER PIPE
  74 CROSS-OVER PIPE

=LUMBER--=

  75 CENTER SILL
  76 FILLER
  77 DUST GUARDS

=SPECIALTIES--=

  78 WHEELS
  79 AXLES
  80 TRUCK SPRINGS
  81 DRAFT SPRINGS
  82 COUPLER
  83 "HUNTOON" BRAKE BEAMS
  84 WASHERS
  85 BRAKE ROD JAWS
  86 PUSH ROD JAWS
  87 DRAFT LUG

[Illustration]



TRUCKS--Hercules, Snohomish and Skookum


[Left Sidenote: =Business of Making Trucks is one of the Specialties in
which we Acknowledge no Superior.=

=We Build Regular Stock Lines and to Special Requirements.=

=Speedy Delivery Guaranteed.=]

[Sidenote: =Seattle Car and Foundry Co.'s Trucks Are Made for Pacific
Coast Conditions.=

=Over 7000 in Actual Use.=

=Write to Those Who Have Tried Them.=]

                        LAKE WHATCOM LOGGING CO.

                                         BELLINGHAM, WASHINGTON.

  REFER TO OUR FILE NO

  Mr. O. D. Colvin,
      Vice Pres. & Mgr. Seattle Car Mfg. Co.,
          Alaska Bldg.,
              Seattle, Wash.

  Dear Sir

  Your Hercules logging trucks are the best car for heavy logging
  that I have seen and we are now buying no other. My experience
  dates back twenty-five years and I am familiar with the old N.P.
  trucks and G.N. trucks which when put out in '93 were the best
  trucks made, and also the trucks manufactured in Tacoma, Seattle
  and by ourselves. We have had them all more or less in our trains
  for the last ten years and have opportunities to observe them under
  all classes of service. We have had less repairs and less trouble
  on account of hot boxes with your cars than any others. Our cars
  are all equipped with the Knight chock block which we find very
  effective and safe.

                               Yours truly,
                                   LAKE WHATCOM LOGGING COMPANY.
                                                    ~J J Donovan~
  JJD/FMB.


   This letter is a good example of what practical loggers think of
              Seattle Car & Foundry Co. trucks and bunks.

[Sidenote: _CODE
  "Scochief"
  Number 97_]

=Our 1914 Truck=

[Illustration]



"Skookum Chief"

(100,000 POUNDS CAPACITY. STRONGEST LOGGING TRUCK EVER BUILT.)


[Illustration: Deep-Throat Punch]

The Skookum Chief, One-Piece Cast Steel Truck Frame is a radical
departure from the old and well known designs and is a distinct step
forward. The cast steel frame in locomotive tender construction and
passenger car trucks has been widely used and is in favor. The use
of cast steel has many advantages. The most economic distribution of
metal is made possible, and greatest strength with least weight is
the result. In a built-up frame there is always some weak point which
is usually where the parts are bolted together. Bolts become loose
and nuts are lost. A comparison of the Skookum Chief with any other
truck cannot fail to show clearly its advantages in this respect. The
Side Frame, End Frame, Draft Beams and Bolster being in ONE PIECE
eliminates possibility of weakness where these parts are usually
joined by bolts, and the sections of the various parts are so well
proportioned that nothing short of a serious wreck could cause failure.
The repairman would be almost unnecessary and the Truck would always be
in commission, making it possible to handle the business of a camp with
one or two sets of trucks less.

                       Equipment of Skookum Chief

  Bunks--Hercules Cast Steel, either 9 or 10 feet.

  Chocks--"Knight," "McLafferty," or "Skookum"

  Wheels--33 inch Chilled Cast Iron.

  Axles--Steel with 5 × 9 Journals.

  Couplers--Automatic with bottom unlocking lever.

  Brakes--Either Inside or Outside Hung Beams with Hand Wheel at side.

  Capacity--The capacity of this truck is limited only by the axles.
    The frame will carry a 50% overload.

[Sidenote: _CODE
  "Herksteel"
  Number 127_]

=Equipped with Knight Patent Chock Block and Cast Steel Bolster=

[Illustration]



Hercules Logging Truck

A STEEL TRUCK OF 80,000 CAPACITY THAT HAS CARRIED 120,000 SAFELY


[Illustration: Heavy Bar Shear]

This is a steel frame truck, with cast steel bolster and bunk brace,
and is here shown with structural bunk, but may be equipped with cast
steel bunk of either the Hercules, McLafferty or Skookum patent, and
also with steel draft beams, making an all steel truck.

  33-inch Chilled Cast Iron Wheels and Steel Axles, with 4½ × 8 inch
    Journals. Height from rail to center of Drawbar, 25½ inches, and
    to top of Bunk, 40½ inches. Length over Draft Beams, 9 feet, 6
    inches.

  Automatic Couplers with Bottom Unlocking Attachments. Brake Shoes
    applied to all Wheels, with hand wheel at side or hand lever at
    end. Weight, approximately 18,000 pounds per set.

[Sidenote: _CODE
  "Hercules"
  Number 122_]

=Equipped with Knight Patent Chock Block=

[Illustration]



Hercules Logging Truck

(MADE IN ANY CAPACITY FROM 40,000 TO 70,000 LBS. PER SET OF TRUCKS)


Designed for heavy service and has proved its efficiency in handling
the long, heavy timbers of the Northwest.

  Our Standard Class A Truck Number 122, as shown in cut, is equipped
    with Hercules Patent Bunk, 9 feet long, and Knight Patent Chock
    Block. At purchaser's option can furnish our Patent Cast Steel
    Bunk, in either 9 or 10-foot lengths, of Hercules, McLafferty or
    Skookum Patent.

  33-inch Chilled Cast Iron Wheels and Axles with 4½ × 8-inch
    Journals. 28 or 24-inch wheels are optional.

  Height from Rail to center of Drawbar, 2 feet, 1½ inches. Height
    from top of Rail to top of Bunk, 3 feet, 4½ inches. Length over
    Couplers, 12 feet.

  Automatic Couplers with Side-Unlocking Lever and M. C. B. Standard
    Draft Spring. Cast Iron Link and Pin Drawbar can be substituted.

  Brake Shoes applied to all wheels with hand wheels at side or hand
    lever at end.

  Truck Frame is the Rigid Diamond Arch Bar type with Steel Channel
    Spring Plank.

  Bolsters of Red Fir heavily trussed.

  Weight approximately 17,000 pounds per set.

The above Bunk and Chock Blocks are covered by U. S. and Canadian
Patents and are manufactured exclusively by Seattle Car & Foundry Co.,
Seattle, U. S. A.

[Sidenote: _CODE
  "English"_]

=To Couple with Standard Railway Equipment=

[Illustration]



High Hercules Logging Truck

Designed to Couple with Standard Railway Equipment. Two feet, ten
inches from Rail to center of Coupler.

MADE IN CAPACITY OF 70,000 LBS. PER SET OF TRUCKS


This cut shows our Class G-2 Truck, No. 125, which is equipped with
Hercules Patent Bunk 9 feet long and Knight Patent Chock Block.

[Illustration: Multiple Boring Mill]

  33-inch Chilled Cast Iron Wheels and Axles with 4½ × 8 inch
    Journals.

  Height from top of Rail to top of Bunk, 4 feet.

  Automatic Couplers with Side Unlocking Lever and M. C. B. Standard
    Draft Springs.

  Brake Shoes applied to all wheels with hand wheel at side or lever
    at end.

  Truck Frame is the Rigid Diamond Arch Bar Type with Springs under
    Bolster and Steel Channel Spring Plank.

  Extra heavy Bolster of Red Fir, heavily trussed.

  Special Equipment may be same as our Class A-2 Hercules Truck.

  Length over all, 12 feet, 0 inches. Weight approximately 18,000
    pounds per set.


HERCULES LOGGING TRUCK

[Illustration]

                             List of Parts

=Castings--=

  1 JOURNAL BOX
  2 JOURNAL BOX COVER
  3 JOURNAL BRASS BEARINGS
  4 JOURNAL BOX WEDGE
  5 BOLSTER COLUMNS
  6 COLUMN GUIDE
  7 BOLSTER BOTTOM CENTER PLATE
  8 BOLSTER TOP CENTER PLATE
  9 INSIDE BOTTOM SIDE BEARING
  10 OUTSIDE BOTTOM SIDE BEARING
  11 TOP SIDE BEARING
  12 CAST IRON CHOCK BLOCK
  13 BUNK BRACE
  14 DRAW BAR
  15 DRAFT LUGS
  16 D B CHAFING IRONS
  17 BRAKE HEADS
  18 BRAKE SHOES
  19 BRAKE WHEEL
  20 BRAKE RATCHET
  21 BRAKE DRUM & RATCHET (for Hickey Brake)
  22 BRAKE PAWL
  23 BRAKE PAWL (for Hickey Brake)
  24 INSIDE BRAKE STAFF BEARING
  25 OUTSIDE BRAKE STAFF BEARING
  26 BRAKE BEAM FULCRUM
  27 JAW FOR BOTTOM CONN. ROD (2 hole)
  28 JAW FOR BOTTOM CONN. ROD (1 hole)

=FORGINGS--=

  29 TOP ARCH BAR
  30 BOTTOM ARCH BAR
  31 TIE BAR
  32 SPRING PLANK
  33 TOP END BAR
  34 BOTTOM END BAR
  35 HEEL BRACE
  36 FRAME CORNER GUSSET
  37 BOLSTER TRUSS ROD
  38 BOLSTER TRUSS ROD WASHER
  39 BOLSTER TRUSS ROD SADDLE
  40 BOLSTER END BAND
  41 BRAKE HANGER
  42 BRAKE HANGER CLIP
  43 BRAKE BEAM SAFETY HANGER
  44 BRAKE BEAM WASHER PLATE
  45 BRAKE BEAM END BAND
  46 BRAKE SHOE KEY
  47 BRAKE LIVE LEVER
  48 BRAKE DEAD LEVER
  49 DEAD LEVER STOP
  50 BOTTOM CONNECTION ROD
  51 HAND CONNECTION
  52 HAND CONNECTION CHAIN
  53 CONNECTION PINS
  54 BRAKE STAFF
  55 HICKEY BRAKE HANDLE
  56 CENTER PIN
  57 CENTER PIN KEY
  58 TOP MEMBER OF I-BEAM BUNK
  59 BOTTOM MEMBER OF I-BEAM BUNK
  60 KNIGHT CHOCK BLOCK
  61 KNIGHT CHOCK BLOCK CHAIN
  62 CAST IRON CHOCK CHAIN
  63 CAST CHOCK CHAIN U BOLT
  64 GRAB HOOK
  65 GRAB HOOK CHAIN
  67 GRAB HOOK CHAIN EYE BOLT
  68 BUNK STOP CHAIN
  69 BUNK STOP U-BOLT
  70 BUNK STOP U-RIVET
  71 BUNK BRACE ANCHOR
  72 BUNK BRACE CHAIN
  73 FOLLOWER PLATE
  74 FOLLOWER GUIDE
  75 DRAFT TIMBER TIE PLATE
  76 TAIL PIN
  77 TAIL PIN KEY
  78 COUPLING PIN
  79 COUPLING LINK
  80 CARRY IRON
  81 CARRY IRON & BRAKE STEP (for Hickey Brake)
  82 STRIKING PLATE

=SPECIALTIES--=

  83 TRUCK WHEELS
  84 AXLES
  85 TRUCK SPRING
  86 DRAFT SPRING

=LUMBER--=

  87 BOLSTER
  88 DRAFT TIMBER
  89 BRAKE BEAM

[Sidenote: _CODE
  "A.Y.P."_]

=Brakebeams, Inside or Outside Hung, Optional with Purchaser=

[Illustration: Awarded Grand Prize at A. Y. P. Exposition]



All-Steel "Snohomish" Type Logging Truck

(100,000 POUNDS CAPACITY)


To meet the demand for Trucks of heavier capacity, we are building
All-Steel Trucks, which are fully illustrated in the cuts. This design
is the result of a careful study of the prevailing practice in the
large and up-to-date camps of the Northwest, with the aim of combining
simplicity and strength with a minimum dead load. This Truck has been
altered slightly to include all the latest improvements in logging
truck construction, and was awarded the Grand Prize at the A. Y. P.
Exposition.

  Wheels, 33-inch Chilled Cast Iron, fitted on M. C. B. Standard
    Axles with 9 × 5-inch Journals. Automatic Couplers and
    Twin-Spring Draft Gear with M. C. B. Double-Coil Draft Spring.
    If desired, Link and Pin Drawbars can be substituted, as our
    pattern is interchangeable with Automatic Coupler. Journal Boxes
    are M. C. B. Standard. Bolster Steel Channels reinforced with
    Steel Cover Plates top and bottom. Draft Sills Steel Channels
    with Malleable Iron Draft Lugs riveted to same. Bolster and Draft
    Sills are securely tied together and braced with Steel Plates.
    Truck Frame of extra heavy Iron Bars, braced at corners with
    Gusset Plates, making it impossible for the frame to get out of
    square. Bunks, Hercules Patent with Knight Patent Chock. Bunks
    are equipped with metal brace as shown in illustration. Castings
    are of either Steel or Malleable Iron. Brake Shoes are applied
    to all Wheels and Brake Beams, either inside or outside hung, at
    purchaser's option. Brake Shaft can be furnished to operate with
    lever at end or wheel at side. Weight of 100,000-pound capacity
    Truck, 22,000 pounds. Weight of 80,000-pound capacity Truck,
    20,000 pounds. Height to center of Coupler, 2 feet, 6 in., or 2
    feet, 9 in. Length over Draft Sills, 9 ft. Length over all, 12 ft.

[Sidenote: _CODE "Snohomish" Number 124_]

=With Steel Bolster and Double I-Beam Hercules Bunk=

[Illustration]



"Snohomish" Logging Truck


[Illustration: Universal Milling Machine]

This illustrates our 80,000-pound capacity Snohomish Truck, with all
Metal Frame and Bolster, but with Fir Draft Timbers. This truck is
designed to couple with standard equipment, with a height of 2 feet, 10
inches to center of coupler and 4 feet, 0 inches to top of bunk. The
Bolster is built up of two heavy Steel Channels reinforced with steel
cover plates top and bottom securely riveted to channels. The Truck is
equipped with Hercules Bunk and Knight Chock and is also fitted with
Metal Bunk Brace.

The same general remarks apply to this truck as to Snohomish Truck No.
123. The frame is of heavy iron bars and the fir draft timbers have a
sectional area of 144 square inches, which offers great resistance to
buffing shocks.

Weight per set trucks, of 20,400 pounds.

[Sidenote: _CODE
  "Snohomish"
  Number 123_]

=Without Chock Blocks=

[Illustration]



"Snohomish" Logging Truck


This truck is especially adapted to use on Logging Railroads, where an
uneven track demands a flexible running gear and an extremely strong
frame. These requirements are carried out in this design by placing
the springs over the Journal Boxes and making the frame of extra heavy
Iron Bars. The simplicity of the design also appeals to the operators,
making it necessary to carry but few extra parts for repairs.

[Illustration: Arch Bar Gang]

  Bunk shown is made of straight grain Red Fir, reinforced with
    special heavy 12-inch I-Beam closely fitted on timber, but we
    recommend our Hercules Patent Bunk equipped with Knight Patent
    Chock, McLafferty Stake or Skookum Chock.

  Either Automatic Couplers or Link and Pin Drawbars may be used, as
    our Link and Pin Drawbar is designed to be interchangeable with
    Automatic Coupler, the change being easily made at any time.
    Bolsters extra heavy Red Fir, strongly trussed. Draft Timbers,
    Red Fir. Draft Gear M. C. B. Standard with M. C. B. double coil
    Draft Springs. Truck springs, 70,000 lbs. capacity, heavy double
    coil.

  Wheels 33-inch Chilled Cast Iron fitted on M. C. B. Axles with 4½ ×
    8 inch Journals. Cast Iron Journal Boxes with self-closing lids.
    Cast Iron Columns of heavy pattern. Brake Shoes applied to all
    wheels with hand wheel at side. Any style of Brake Shaft can be
    furnished.

  When required the Truck is decked over between wheels and draft
    timbers and extending from end to end.

  Length over all, 12 feet. Weight approximately, 18,000 pounds per
    set.


_SNOHOMISH LOGGING TRUCK_

[Illustration]

                             List of Parts

=CASTINGS--=

  1 JOURNAL BEARING
  2 JOURNAL BOX
  3 JOURNAL BOX WEDGE
  4 JOURNAL BOX COVER
  5 COLUMNS
  6 SPRING CAP
  7 TOP CENTER PLATE
  8 BOTTOM CENTER PLATE
  9 OUTSIDE BOTTOM SIDE BEARING
  10 INSIDE BOTTOM SIDE BEARING
  11 OUTSIDE TOP SIDE BEARING
  12 INSIDE TOP SIDE BEARING
  13 CAST IRON CHOCK BLOCK
  14 BUNK BRACE
  15 COUPLER
  16 DRAFT LUGS
  17 CHAFING IRONS
  18 ARCH BAR FILLERS
  19 BRAKE SHOES
  20 BRAKE HEADS
  21 BRAKE WHEEL
  22 BRAKE RATCHET
  23 BRAKE PAWL
  24 OUTSIDE BRAKE STAFF BEARING
  25 INSIDE BRAKE STAFF BEARING
  26 BRAKE BEAM FULCRUM
  27 BOTTOM CONN. JAW
  28 HAND CONN. JAW

=FORGINGS--=

  29 TOP ARCH BAR
  30 BOTTOM ARCH BAR
  31 TIE BAR
  32 TOP END BAR
  33 BOTTOM END BAR
  34 BOLSTER TRUSS ROD
  35 BOLSTER TRUSS ROD SADDLE
  36 BOLSTER BEARING PLATE
  37 BRAKE HANGER
  38 BRAKE HANGER CLIP
  39 BRAKE BEAM SAFETY HANGER
  40 BRAKE BEAM WASHER PLATE
  41 BRAKE BEAM END BAND
  42 BRAKE LIVE LEVER
  43 BRAKE DEAD LEVER
  44 DEAD LEVER STOP
  45 BOTTOM CONNECTION ROD
  46 HAND CONNECTION ROD
  47 HAND CONNECTION CHAIN
  48 BRAKE STAFF
  49 CONNECTION PIN
  50 CENTER PIN
  51 CENTER PIN KEY
  52 BRAKE SHOE KEY
  53 DRAFT YOKE
  54 FOLLOWER PLATE
  55 FOLLOWER GUIDE
  56 CARRY IRON
  57 STRIKING PLATE
  58 UNCOUPLING LEVER
  59 UNCOUPLING LEVER BRACKET
  60 BUNK STOP CHAIN
  61 BUNK STOP U-BOLT
  62 BOTTOM MEMBER OF BUNK
  63 TOP MEMBER OF BUNK
  64 KNIGHT CHOCK
  65 KNIGHT CHOCK CHAIN
  66 CAST CHOCK CHAIN
  67 CAST CHOCK CHAIN U-BOLT
  68 GRAB HOOK
  69 GRAB HOOK CHAIN
  70 GRAB HOOK EYEBOLT

=SPECIALTIES--=

  71 WHEELS
  72 AXLES
  73 PEDESTAL SPRING
  74 DRAFT SPRING

=LUMBER--=

  75 BOLSTER
  76 DRAFT TIMBER
  77 BRAKE BEAMS
  78 DUST GUARDS

[Sidenote: _CODE
  "Columbia"
  Number 122a_]

=With Cast Steel Pedestals=

[Illustration]



"Columbia" Logging Truck

THE NEW COLUMBIA, CAPACITY 80,000 PER SET


This Wood Frame Truck has been improved by the substitution of
Cast Steel Pedestals in place of Cast Iron, and has eliminated the
possibility of failure in this part, which has heretofore been the weak
spot in this type of Logging Truck.

[Illustration: Hydraulic Wheel Press]

  Automatic Couplers and Standard Draft Springs have also been
    applied, and this together with the Cast Steel Bunk places this
    truck easily in the lead of all wood frame trucks.

  28-inch Chilled Cast Iron wheels are used to keep a low center of
    gravity which is quite essential.

  Steel Axles with 4½ × 8 Journals.

  Brake Shoes applied to all wheels with hand wheels at side or hand
    lever at end.

  Any type of Bunk and Chock made by us may be used on this truck.

[Sidenote: _CODE
  "Columbia"
  Number 122_]

=With Hercules Bunk and Knight Chock=

[Illustration]



"Columbia" Logging Truck

CAPACITY 40,000, 60,000, 70,000 or 80,000 POUNDS


This design is adapted to camps where repairs to wood frames are more
readily made than forged parts, there being few forgings used. All
timber used in the construction of these trucks is straight-grain Red
Fir.

[Illustration: Molding Machine]

  Wheels, 24, 28 or 33-inch Cast Iron, Double Plate Chilled Tread.

  Axles, Steel with M. C. B. Standard Journals.

  Heavy Cast Iron Pedestals with Double Coil Pedestal Springs.

  Oil Boxes fitted with either Hewitt Self-Closing or M. C. B. top
    hung lids.

  Hand Brake with Wood Brake Beams.

  Couplers, Cast Iron Link and Pin. Spring Drawbar one end and Solid
    Drawbar at other end.

  Equipped with our Hercules Patent Steel Bunk and Knight Patent
    Chock, McLafferty Stake or Skookum Chock.

  Weight in 70,000-pounds capacity, approximately 16,000 lbs. per
    set. Height, 2 feet, 6½ inches to center of Draw Bar, with
    28-inch wheels. Height, 3 feet, 11 inches to Top of Bunk.

[Sidenote: _CODE
  "Rainier"
  Number 201_]

="Rainier" Logging Truck=

  =Capacity 100,000 Pounds=

[Illustration]



"Rainier" Logging Truck


We are the first builders of Logging Equipment to depart from the
practice of the last twenty years and produce a Logging Truck designed
along practical and economic lines. Modern railroading has developed
the "Cast Steel" Engine Frame, Tender Frame and Passenger Truck Frame.
Wherever safety is required together with lightness and durability,
Cast Steel has been introduced.

Following this modern plan we have constructed the "Rainier" All Cast
Steel Truck of eight pieces where ordinarily several hundred are used.

Each Side Frame is in one piece taking the place of Top Arch Bar,
Inverted Arch Bar, Tie Bar, Heel Brace, Truck Columns, and the many
Bolts used to hold these parts together.

Each End Frame is in one piece taking the place of Top End Bar, Bottom
End Bar, Striking Plate, Carry Iron, Corner Gussets, Brake Staff
Brackets, and the numerous Bolts necessary to tie these parts together.

The Draft Beams are each in one piece, taking the place of Draft
Timber, Draft Lugs, and the Bolts required to anchor them.

The use of Cast Steel permits of the most economic distribution of
the metal, and the "Rainier" Truck is an example of what can be
accomplished.

The Bolster and Bunk are similar to those used in the Hercules Trucks.

Springs are located under the Bolster to absorb shocks which would
otherwise be transferred directly to the Truck Frame. The Springs over
the Journal Boxes provide additional protection from shocks and also
permit the wheels to hold the rails on an uneven track or at low joints.

Brake Beams are hung between the wheels and kept high enough to protect
them in case of derailment.

The equipment includes Automatic Couplers to Couple with Standard
Equipment, 33 inches above rail, and 33 inch Chilled Cast Iron Wheels
fitted on Steel Axles with 5 × 9 inch Journals.

Journal Boxes are Malleable Iron. No Cast Iron is used with the
exception of Brake Shoes.

The Center Bearing of the Bunk and Bolster is so constructed that the
Bunk cannot turn over under load when train is started or stopped
suddenly, as the Bunk cannot be removed from the Truck until it is
turned parallel to the Draft Beams. The "Rainier" Truck stands for
safety first.

[Sidenote: _CODE
  "Rainier"
  Number 340_]

=All-Steel Improved "Rainier" Truck=

  =Capacity 100,000 lbs.=

[Illustration: Designed and built exclusively by

The Seattle Car & Foundry Company]



All-Steel, Improved, "Rainier" Truck


This truck is similar to the one shown on the preceding page. It
differs only in having the side frames cast in one piece, thus reducing
the number of parts and increasing the strength of the truck, a
practice originated by us, on logging trucks and which is being widely
adapted by leading railroads on standard equipment.

This truck is designed for extreme conditions where the timber is very
large and is taken out in long lengths and where load at times will
total from 40 to 60 tons.

From the fact that Cast Steel is substituted for structural design the
expense of repair parts is practically eliminated while the factor of
safety is sufficient to meet all demands unless cars meet with a wreck.

Attention is called to the method of holding the bunk in place by means
of a bunk bracket which clamps in position on the half turn. The bunk
is prevented from slipping out of position by Bunk Stops which can be
seen on the side frames.

This truck is designed for extreme strength and rigidity. It is certain
to become one of our most popular types. Both structurally and in
appearance it is a high-grade product.

[Sidenote: _CODE
  "Redriver"
  Number 500_]

=Quadruple Bunk Skeleton Logging Car=

  =Capacity 80,000 lbs.=

[Illustration: Designed and built exclusively by

The Seattle Car & Foundry Company]



"Red River" Type Skeleton Logging Car

Quadruple Bunks

80,000 CAPACITY. 40 FEET LONG. WEIGHT COMPLETELY EQUIPPED 12 TONS.


The efficiency of this car is a simple mathematical problem. Compare
this 4-Bunk Car with a Flat Car with four bunks of the same capacity
and note the saving. The percentage of dead weight to log capacity is
30% as compared to 36¼% for the flat car or a car cost per thousand
feet logs of $78.50 as compared to $93.50 for flat car. This means a
saving of 20% on the haul back of empty cars and nearly 20% in first
cost.

Where a large percentage of logs from 12 to 20 feet are handled, this
Quadruple Bunk car has a great advantage over any other type. The
construction is such that the entire load can be carried safely on the
two center Bunks. Logs in length from 12 to 41 feet can be carried with
equal facility.

Details are as follows:

Westinghouse Air Brake, Automatic Couplers, Tandem Spring Draft Rig,
Two Main Sills 10 × 10 in., forty feet.

The Bunks are arranged to dump the load on either side.

Two Side Sills 10 × 10 in. extending from Bolster to Bolster. Each
Side Sill is trussed with two 1½ in. rods. Two intermediate bunks are
located directly over cross ties. Bunks are 10 feet long equipped with
Knight chocks.

Bolsters are built up of Structural and Cast Steel of ample capacity to
carry load.

Trucks are Standard Arch Bar type with 4½ × 8 in. Journals. 33 inch
chilled tread double-plate, Griffin wheels. Structural Steel Bolsters
and spring plank. All metal Brake Beams inside hung.

This car is equipped with all necessary steps and handles and meets
the requirements of the Inter-State Commerce Commission and the U. S.
safety appliance laws.

[Sidenote: _CODE
  "Craig"
  Number 501_]

=Quadruple Bunk Skeleton Logging Car=

  =Capacity 80,000 lbs.=

[Illustration: Designed and built exclusively by

The Seattle Car & Foundry Company]



"Craig Mountain" Type Skeleton Logging Car

Quadruple Bunks

80,000 CAPACITY. 40 FEET LONG. WEIGHT FULLY EQUIPPED 12¼ TONS.


This car is similar in construction to the Red River Car shown on
preceding page and differs only in two important details, the first
point of difference being the Bunks. These Bunks are built up of
Structural Steel and are equipped with trip stakes. The stakes are
released or tripped from the safety side of car. The other difference
is that there is a 10 × 10 in. center sill between the two main sills
which extends from draft rig to draft rig.

Where short length logs are handled four bunks must be provided in
order to permit of thirty and forty ton loads. This car meets these
conditions perfectly. Small cars of twenty and twenty-five ton capacity
are not heavy enough for economical and careful handling in heavy
trains.

The same efficiency applies in the handling of logs as compared with
standard flat cars as the percentage shown on opposite page.

For details see the description of the "Red River" car on the opposite
page.

[Sidenote: _CODE
  "Rabunk"
  Number 341_]

=Cast Steel "Rainier" Bunk=

  =With Non-Buckling Compression Bars=

[Illustration: (GENERAL VIEW)]

[Illustration: (SECTIONAL VIEW)]



"Rainier" Bunk


This is a Cast Steel Bunk equipped with Cast Steel Chocks held in
upright position by means of a lock together with a locking bar
extending to the opposite end of Bunk. This bar, instead of being in
direct compression as is the case of other Bunks of this type, has the
compression stress reduced two thirds by means of the lock. The chock
when once tripped can not rebound into position and lock which is a
frequent occurrence in certain Bunks now on the market.

=This bunk is absolutely Fool-Proof.=

       *       *       *       *       *

[Illustration: (END VIEW)]

The reduction of the strain on the compression rods completely
eliminates all possibility of buckling or binding, while the positive
locking device does away completely with all danger of bad spills from
falling logs.

The "Rainier" Bunk is made of high grade Cast Steel and is a picture
of massive strength. It is as positive in its operation and as simply
perfect in its mechanical construction as the automatic coupler. It
facilitates and expedites the handling of logs, assuring a saving of at
least ten cents a thousand and eliminates all possibility of danger to
the operator.

[Sidenote: _CODE
  "Knight"
  Number 102_]



BUNKS


[Illustration: (PATENTED)]



Hercules Patent Double Eye Beam Logging Bunk and Knight Patent Chock


Can be applied to any type of Logging Truck or Flat Car. Indestructible
in service. No repairs. Weight approximately 1300 lbs.

The Chock Block attachment is simple in construction, easily adjusted
and quick and positive in operation.

When Chock Blocks are in position against logs and grab hook applied,
the load is secure.

[Illustration: Steam Hammer]

To unload, the grab hook is removed and the movement of the log slides
chock block over end of bunk as illustrated in figure. The chock block
on opposite end is readily adjusted to the position desired.

The men are never required to get on the unloading side of car. In flat
car service the cost of all wooden stakes and blocks is eliminated, a
saving alone in one year more than the cost of the Hercules Bunks.

Flat Cars can be unloaded in a fraction of the time, with absolutely no
danger to employees, and the strain on car body reduced to a minimum,
thereby increasing the life of the car.

When applied to flat cars a steel channel is substituted for the I-beam.

It is especially adapted for use on our Connected Trucks, and patents
have been granted covering its application to this class of car.

This invention is thoroughly protected by patents in the United States
and Canada and is manufactured exclusively by

                   =_Seattle Car & Foundry Company_=
                           SEATTLE, U. S. A.

[Sidenote: _CODE
  "Hersteel"
  Number 149_]

=Interchangeable with Hercules Double I-Beam Bunk=

[Illustration: (PATENTED)]



"Hercules" Patent Cast Steel Logging Bunk


[Illustration: Bolt Threader]

This illustrates one of the improvements in our Hercules Bunk, and some
of the advantages are herein set forth.

Strength is more than doubled; there is no record of a failure of this
Cast Steel Bunk.

Will not deflect under greatest load. Consequently there is always
side bearing clearance, and danger of derailment from this cause is
eliminated.

Ends are alike so that Chocks may be arranged to operate from either
side.

Interchangeable with "Hercules" double I-Beam Bunk.

These Cast Steel Bunks are made for both Logging Trucks and Flat Cars.
The weight of this Bunk for Logging Trucks in 9 foot length is 600
pounds each, and in 10 foot length is 675 pounds each. For Flat Cars
the weight is 525 pounds each. This invention is protected by Patents
in the United States and Canada, and is controlled by the

                     =_Seattle Car & Foundry Co._=
                           SEATTLE, U. S. A.

[Sidenote: _CODE
  "Hersteel"
  Number 104_]

=Hercules Bunk and Bolster=

  =For 80,000 Pounds Capacity Trucks=

[Illustration: (PATENTED)]



Cast Steel Bolster and Bunk

FOR HERCULES 80,000 POUNDS CAPACITY LOGGING TRUCK


[Illustration: Taking off a Heat]

The illustration shows the Cast Steel Bolster and Bunk, with which we
equip our 80,000 pounds capacity Hercules Trucks, making practically
an all steel truck, and when an all steel truck is required this is
accomplished by the application of Steel Draft Sills. This Bolster and
Bunk is designed with a great factor of safety and there is no record
of a failure of this equipment in service. The Bunks or Bolster will
not deflect, which means that there is always clearance between the
side bearings which greatly reduces the danger of derailment on a curve.

This Bunk can be furnished in either 9 or 10 foot length. The weight of
this Bolster with 9 foot Bunk is 1250 pounds, and with 10 foot Bunk is
1300 pounds.

[Sidenote: _CODE
  "Skookum"
  Number 105_]

=Our 1914 Bunk=

  =For 80,000 Pounds Capacity Trucks=

[Illustration: Phantom Illustration of the Skookum Bunk Showing the
Lock]

[Illustration: The Skookum Bunk Viewed from Underneath]



Skookum Bunk

With Our Original Non-Collapsible Frame

(PATENTED)


This Bunk provides the desirable combination of a Cast Steel Body with
a disappearing Chock secured by a _Tension_ Locking Bar. Practical
experiment and engineering skill have developed this Bunk to provide
"Safety First" in handling the minimum load as prescribed by the
railways. Where an adjustable Chock is not required the "Skookum" will
prove its superiority on account of its Cast Steel Body, which is
similar to our well known Hercules Cast Steel Bunk. It has also the
upward projecting flanges to prevent the shifting of the load, and the
hollow channel for the protection of the locking mechanism. This type
has been copied by designers of all modern Bunks since our first model
was introduced five years ago, and this fact is evidence of the merit
of the design.

The offset foot of the upright leg of the Chock resting upon the
sloping floor of the Bunk makes it easily held in position but
impossible to prevent its disappearing when released. Unlocking the
Chock is simple and easy and there are no sliding surfaces to wear
away. The locking bar is held by a center crank and locks on the dead
center. The recess in the heel of the Chock engages the T-head of the
locking bar and makes a positive lock. The Chock locks automatically
when brought to position. The locking bar is provided with a take-up to
provide a means of overcoming trouble incident to wear or stretch of
the parts, and always maintain a perfect adjustment.



FLAT CAR DEPARTMENT


Years of experience on the Pacific Coast have taught us to meet
conditions peculiar to this locality. Our low logging flats have become
standard among the trade. Being located in the heart of the best timber
producing section of this continent our opportunities for selecting the
finest sills and decking are unsurpassed. Wherever flats can be used to
advantage for any purpose, our designing and construction departments
are at your service to render valuable suggestions and adaptations to
your needs. Our repair and rebuilding departments being close at hand
are available to increase the length of life and service of your flats.



O. & W. Standard Low Logging Flat Car

(80,000 POUNDS CAPACITY)

Equipped with "Skookum" Bunk



  Length over End Sills               42 feet, 0  inches
  Width over Side Sills                8 feet, 8  inches
  Height from Rail to Top of Deck      3 feet, 6½ inches

This car is specially designed for heavy logging service with six Red
Fir Sills and four 1½ inch Truss Rods. Body Bolsters, cast steel. Truck
Bolsters, cast steel. Buffing Iron, cast steel. The truck frames are of
cast steel instead of the usual arch bar type. Couplers are provided
with a swinging carrier casting to allow side travel to the coupler and
bring the coupler to the center by gravity. Uncoupling device is the
Carmer patent. The car is equipped with Westinghouse air brake with
hand brake staff arranged to stand vertically or drop to a horizontal
position thus providing for projecting logs. The trucks are equipped
with roller motion bolsters. Axles have M. C. B. 5 × 9 inch journals
and 33 inch chilled cast iron wheels. Inside hung metal brake beams,
malleable iron journal boxes. End Sills are of Oak.

This car is equipped with our new "Skookum Bunk."

Weight, 28,900 pounds.

[Sidenote: _CODE
  "OWRN"
  Number 131_]

[Illustration]

[Sidenote: _CODE
  "Milwaukee"
  Number 130_]

="Tacoma Eastern Type"=

  =80,000 Pounds Capacity=

[Illustration]



Milwaukee Standard Low Logging Flat (80,000 POUNDS CAPACITY)


  Gauge                              4 feet,  8½ inches
  Length over End Sills             42 feet,  0  inches
  Width over Side Sills              8 feet,  6  inches
  Height from Rail to top of Deck,   3 feet, 10  inches
  Standard Height Coupler            2 feet, 10½ inches

[Illustration: Bulldozer]

This car was designed by the Milwaukee R. R. to meet conditions in the
Northwest and has become a recognized standard on this Railroad. Fir
Sills and Decking are specified. Body Bolsters are built up of heavy
steel plates and cast iron fillers. Truck Bolsters are structural steel
of the Bettendorf type. The Truck Side Frames are cast steel Bettendorf
patent with journal boxes, arch bars and columns cast integral. The
Steel Axles have 5 × 9 inch journals and the wheels are 33 inch chilled
cast iron. The Couplers are automatic and the draft gear tandem type.

Automatic Quick-Action Air Brake with Hand Brake Staff arranged to work
either vertically or horizontally.

[Illustration]


STANDARD FLAT CAR

                             LIST OF PARTS

=CASTINGS--=

Give pattern number where possible in addition to list number.

  1 BODY BOLSTER
  2 TRUCK BOLSTER
  3 JOURNAL BOX
  4 JOURNAL BEARING
  5 JOURNAL BOX WEDGE
  6 JOURNAL BOX COVER
  7 COLUMNS
  8 COUPLER
  9 DRAFT LUG
  10 CHAFING IRON
  11 BRAKE SHOES
  12 BRAKE WHEEL
  13 BRAKE RATCHET
  14 BRAKE PAWL
  15 OUTSIDE BRAKE PAWL
  16 BRAKE STAFF REST
  17 TRUSS ROD WASHER AND BRAKE STAFF REST
  18 TRUSS ROD WASHERS
  19 STAKE POCKETS
  20 QUEEN POST
  21 OUTSIDE SADDLE
  22 INSIDE SADDLE
  23 SIDE SILL POCKET
  24 INTER-SILL POCKET

=AIR EQUIPMENT--=

  25 AIR CYLINDER
  26 AIR RESERVOIR
  27 TRIPLE VALVE
  28 UNION
  29 STRAINER
  30 CUT-OUT COCK
  31 ANGLE COCK
  32 AIR COUPLER AND HOSE
  33 RELEASE VALVE
  34 TRAIN PIPE "A" END
  35 TRAIN PIPE "B" END
  36 NIPPLE
  37 RETAINER PIPE AND VALVE
  38 CROSS-OVER PIPE

=FORGINGS--=

  39 TOP ARCH BAR
  40 BOTTOM ARCH BAR
  41 TIE BAR
  42 SPRING PLANK
  43 TRUSS ROD
  44 TRUSS ROD TURNBUCKLE
  45 STEP
  46 SIDE GRAB RAIL
  47 END GRAB RAIL
  48 CARRY IRON
  49 STRIKING PLATE
  50 FOLLOWER PLATE
  51 DRAFT TIMBER PROTECTION PLATE
  52 DEAD LEVER STOP BRACKET
  53 DEAD LEVER STOP
  54 DEAD LEVER
  55 LIVE LEVER
  56 FLOATING LEVER
  57 FLOATING LEVER FULCRUM
  58 FLOATING LEVER GUIDES
  59 BRAKE STAFF
  60 HAND BRAKE CONNECTION
  61 HAND BRAKE CONNECTION PIN
  62 CYLINDER LEVER
  63 CYLINDER LEVER GUIDE
  64 TOP CONNECTION
  65 BOTTOM CONNECTION
  66 CENTER CONNECTION
  67 CYLINDER PUSH ROD
  68 SAFETY HANGER
  69 BRAKE BEAM HANGERS
  70 CENTER PIN
  71 CENTER PIN KEY
  72 END SILL PROTECTION PLATE
  73 TAIL STRAP
  74 STAKE POCKET "U" BOLTS
  75 BRAKE SHOE KEY
  76 AIR PIPE CLIPS
  77 CYLINDER BRACKETS

=LUMBER--=

  78 SIDE SILL
  79 CENTER SILL
  80 INTER-SILL
  81 END SILL
  82 CROSS-TIE FILLERS
  83 CROSS TIE
  84 DRAFT TIMBERS
  85 BUTTING TIMBERS
  86 BUFFER BLOCKS
  87 DEADWOOD
  88 DECKING
  89 DUST GUARDS
  90 SPRING BLOCK
  91 TURNBUCKLE LOCKS

=SPECIALTIES--=

  92 WHEELS
  93 AXLES
  94 TRUCK SPRINGS
  95 DRAFT SPRINGS
  96 BRAKE STAFF BEARING
  97 PUSH ROD JAW
  98 BRAKE JAW

[Illustration]


Standard Low-Logging Flat Car

(80,000 POUNDS CAPACITY)

Equipped with Hercules Patent Bunk and Knight Patent Chock

  Gauge, 4 feet, 8½ inches. Length over End Sills, 41 or 42 feet.
    Width over Side Sills, 8 feet, 6 inches. Height from Rail to Top
    of Deck, 3 feet, 6 inches. Height from Rail to Top of Bunk, 4
    feet. Height from Rail to Center of Coupler, 2 feet, 10½ inches.

  This car is specially designed for heavy service, with extra heavy
    Red Fir Sills and Decking, and strongly trussed.

  End Sills are protected by Steel Plate on face.

  Steel Body Bolsters specially designed for Low Logging Car.

  Automatic Couplers with Side Unlocking Lever and Standard Draft
    Gear, with either Tandem or Twin Springs.

  Automatic Quick-Action Air Brake, with hand Brake arranged to work
    either vertically or horizontally.

  As shown in illustration, this car is equipped with Hercules Patent
    Bunk and Knight Patent Chock, and consequently stake pockets are
    not necessary, but when required, malleable iron pockets with
    closed backs are furnished.

  Rigid Diamond Arch Bar Trucks with Steel Spring Plank.

  33-inch Chilled Cast Iron Wheels and Steel Axles with M. C. B.
    5×9-inch Journals.

  Malleable Iron Journal Boxes with Standard Lid and Wedge. Inside
    hung all-metal Brake Beams.

  Weight, with Bunks, 28,500 pounds.



U.S. Government Steel Underframe Flat Car

(CAPACITY 60,000 POUNDS)


Gauge 3 feet, 0 inches. Couplers Automatic.

Center Sills, Steel Channel, reinforced with "Fishbelly" Web and Angle
Truss, forming a girder with two web members, the continuous Channel
Draft Sill acting as top flange of girder. Side Sills Steel Channels
carried at Bolsters and on Cross bearers.

The Bolsters and Cross Bearers are similar in construction, being built
in between the Sills and formed of plate webs and auger flanges and top
and bottom cover plates. End Sill is a Steel Channel. The Draft Beam is
a Steel Plate riveted to Center Sill and with Center Sill bottom flange
angle extending through Bolster and continuing along bottom edge of
Draft Beam.

The Draft Rig is the Singer Spring type with Malleable Iron Draft
Castings riveted to Draft Beams.

Castings are of Steel and Malleable Iron. Stake Pockets are Pressed
Steel.

The Deck is of Fir Plank. Brake Equipment is for Hand only with Brakes
applied to all wheels.

The Trucks are a standard 60,000 pounds capacity truck, for 3 feet
gauge with 24 inch wheels of Chilled Cast Iron, Steel Axles, Malleable
Iron Journal Boxes, Standard Brass, Structural Steel Bolster, Metal
Brake Beams, supported from Malleable Iron Columns. This car was
furnished the U. S. Naval Station at Pearl Harbor, Hawaii.



U. S. Government Wood Frame Flat Car

(CAPACITY 40,000 POUNDS)


Gauge 4 feet, 8½ inches. Length 30 feet, 0 inches. Width 8 feet, 6
inches.

Metal Bolsters, Standard Draft Gear, Diamond Arch Bar Trucks, 24
inch Chilled Cast Iron Wheels, Steel Axles, Channel Spring Plank and
Standard Springs.

[Illustration]

[Sidenote: _CODE
  "Govt."
  Number 110_]

=Wood Frame Flat Car=

  =Capacity 40,000 Pounds=

[Illustration]

[Sidenote: _CODE
  "Oregon"
  Number 111_]


=36-Foot Standard Flat Car=

  =30 Tons Capacity=

[Illustration]

[Sidenote: _CODE
  "British"
  Number 140_]


=41-Foot Standard Flat Car=

  =30 Tons Capacity Equipped with Hercules Bunks=

[Illustration]

[Sidenote: _CODE
  "Hiphigh"
  Number 141_]


=Hip High Skeleton Flat=

  =5 Tons Capacity=

                  For detailed description see page 35

[Sidenote: _CODE
  "Oregon"_]



36-Foot Standard Flat Car

Capacity 30 Tons


Gauge, 4 feet, 8½ inches. Length over End Sills, 36 feet. Width over
Side Sills, 8 feet, 6 inches. Height from Rail to center of Coupler, 2
feet, 10½ inches. Height from Rail to top of Deck, 4 feet, 1 inch.

Sills and Decking, Red Fir.

Draft Timbers, Red Fir reinforced with Steel Plate extending full depth
of Center Sill and Draft Timber.

Automatic Couplers and Twin Spring Draft Rig fitted with M.C.B. Draft
Springs.

Westinghouse Automatic Air Brake with Hand Brake arranged to operate
either vertically or horizontally.

Malleable Iron Stake Pockets with Closed Backs.

Cast Steel Body Bolster.

Trucks, Rigid Diamond Arch Bar Type.

Metal Truck Bolster built of Steel I-Beams and Cover Plates.

Steel Channel Spring Plank.

Malleable Iron Columns with Bracket to support Brake Beams.

Inside Hung Metal Brake Beams.

Wheels, 33-inch Chilled Cast Iron.

Steel Axles with 4¼ × 8 inch Journals.

Malleable Iron Journal Boxes.

[Sidenote: _CODE
  "British"_]



41-Foot Standard Flat Car

Capacity 30 Tons


Gauge, 4 feet, 8½ inches. Length over End Sills, 41 feet. Width over
Side Sills, 8 feet, 6 inches. Height from Rail to center of Coupler, 2
feet, 10½ inches. Height from Rail to top of Deck, 4 feet, 1 inch.

4 Truss Rods, 1⅜ inches round.

Sills and Decking, Red Fir.

Draft Timbers, Fir reinforced with Steel Plate full depth of Center
Sill and Draft Timber.

Automatic Couplers and Twin Spring Draft Rig fitted with M.C.B.
Standard Draft Springs.

Westinghouse Automatic Air Brake, with Hand Brake Shaft arranged to
operate vertically or horizontally.

Malleable Iron Stake Pockets with Closed Back.

Metal Body Bolster.

Hercules Logging Bunks equipped with Knight Chock Blocks.

Truck, Rigid Diamond Arch Bar Type.

Metal Truck Bolsters with Special Long Slide Bearings for sharp curves.

Steel Channel Spring Plank.

Malleable Iron Columns with Bracket to support Brake Beams.

Inside Hung Metal Brake Beams.

Wheels, 33-inch Chilled Cast Iron.

Steel Axles with 4¼ × 8 inch Journals.

Malleable Iron Journal Boxes.



Shingle Bolt Car

(HIP HIGH FLAT 5 TON CAPACITY)


Length, 24 feet. Width, 8 feet. Six Sills. No Decking. Stake Pockets
on End Sill. Trucks, Pedestal type with Springs over Journal Boxes.
Hand Brakes applied to one Truck. Wheels, 20 inch Chilled Cast Iron,
Spoke Wheels mounted on Iron Axles with 2 inch × 4 inch Journals. Wood
Bolsters. This car is intended to carry four cord of Shingle Bolts.

[Sidenote: _CODE
  "Yosemite"_]

=Yosemite Flat Car=

  =With Steel Frame and Reinforced Bulkheads=

[Illustration: Detail Photo of Yosemite Flat, stripped, showing Steel
Underframe]



Yosemite Grade Destroyer

Yosemite Valley Railway Standard Logging Car

(60,000 POUNDS CAPACITY)

Equipped with Hercules Bunks and Knight Chocks


This car was specially designed for the Yosemite Valley Lumber Co. to
operate on an incline 8,000 feet long, with a maximum grade of 78%, the
rise in feet from the foot of the incline to the top being 3,100 feet,
the incline being in a vertical plane, but following the general slope
of the mountain side and changing from one slope to another. The cars
are let down the incline by means of 1½ in. wire rope, attached to a
donkey engine.

This car was designed to meet these conditions, and is provided with a
steel backbone, reinforced at the ends forward of bolsters to provide
for the extreme angle of cable pull from a horizontal line and at the
down hill end to support the bulkhead, which is provided to keep the
logs from shifting. The vertical bulkhead posts are riveted to the
steel backbone. At the cable end a special combination buffer and cable
casting of cast steel is secured to the backbone by means of gusset
plates, and is also riveted to end sill.

The backbone is built up of steel plates and angles in the form of
a box girder, of the fish belly type. Cross bearers are located
intermediate of the bolsters, and are sufficiently strong to carry
the loads from the side sills to the center construction. Experience
has proved that for logging cars, steel is unsuited for use in side
sills, as continual shocks, resulting from discharging the load, cause
their failure. For this reason red fir side sills were introduced in
this car, making the underframe a composite construction of steel
and timber. The side sills being supported at four points, viz.: at
bolsters and cross bearers, no trouble has been experienced from
failure of these sills. In case of failure, they are readily replaced,
and the work can readily be done at any camp.

The bulkhead is constructed with a steel frame, with planking for the
bulkhead proper, so that in case blocking is necessary to fill out
between the log and the Bulkhead, this blocking can be nailed to the
bulkhead to secure it in place, the object being to provide against the
possibility of the log starting to shift.

The cable casting is made with a machine-fit pin to engage the shackle
on the cable and place the pin in positive shear.

The cars were equipped with four Hercules Bunks, to provide for short
or long logs.

The trucks are of the Diamond Arch Bar type, with cast steel bolsters.
The bolsters are of special design, with hemispherical center bearing,
to take care of the rock of the trucks in passing over the sharp,
vertical curves.

Axles with 4¼×8 in. journals, and 33 in. chilled cast iron wheels are
used.

Cars are equipped with Westinghouse automatic air brakes and inside
hung metal brake beams.

The draft rig is of the twin spring type, with automatic couplers.

[Illustration: General View of our Yosemite Grade Destroyer]


Details Yosemite Flat Car

[Illustration: Train of Flat Cars in operation by the Yosemite Lumber
Co. at Merced, Cal.]

[Illustration: Cast Steel Bolster, showing Special Cup Shaped Center
Plate Construction, giving full effective bearing]

[Illustration: Bulkhead to Prevent Logs Shifting]

[Illustration: End of Car, showing Special Cast Steel Plate for
attaching Hoisting Cable]

[Sidenote: _CODE
  "Skidder"
  Number 150_]

=Lidgerwood Skidder Car=

  =60,000 Pounds Capacity=

[Illustration]



Lidgerwood Skidder Car


This car is of special construction and is built for the Lidgerwood
Manufacturing Co. It is illustrated here to show the class of work our
shops produce. It has an all steel frame and specially constructed
truck, as shown in small cut. Hydraulic jacks are located on the four
corners of the body to raise the car, so that trucks may be swiveled
and the car set to one side of track.

[Sidenote: _CODE
  "Skidruck"
  Number 151_]

=Skidder Car Truck=

[Illustration]

This truck is built to secure a very low center of gravity. It is
accomplished by using specially designed pedestal and oil boxes, having
a spring on each side of oil box.

The truck frame is of rigid construction, built of I beams, and
flexibility is secured by using pedestals, equipped with springs.

[Sidenote: _CODE
  "Donkey"
  Number 155_]

=Reinforced Steel Framed Flat=

  =60 Ton Capacity=

[Illustration]

Capacity of Body, 120,000 pounds. Allowable load on one side Sill
concentrated on 10 feet at Center, 60 tons. Center Sills are composed
of Steel I-Beams and Side Sills are built up Steel Girders of Fishbelly
type and sufficiently strong to carry a Donkey Engine mounted on a
sled, and fully equipped with Wire Rope, Fuel and Water, and will carry
this safely while the Donkey is being loaded or unloaded. The Trucks
however are 80,000 capacity which is ample for special service where
high speeds are not attained.

[Illustration: "Donkey" Flat Built for Twin Falls Logging Co.]



Box Car Department


[Sidenote: _CODE
  "Northern"
  Number 143_]

=N.P. Standard Box Car=

  =Capacity 40 Tons=

[Illustration]



Northern Pacific Standard Box Car

(CAPACITY 40 TONS)


[Illustration: "Our Machinery is Built to Last."]

Gauge, 4 feet, 8½ inches. Length inside, 40 feet, 0 inches. Width
inside, 8 feet, 6 inches. Height inside, 8 feet, 6 inches. Width of
Door Opening, 5 feet, 6 inches. Height from Rail to center of Coupler,
2 feet, 10½ inches. Height from Rail to top of Floor, 3 feet, 6 inches.
Red Fir used throughout for the woodwork of the car. Six Sills, 5 × 9
inches. Four Truss Rods, 1½ inches round. Automatic Couplers and Miner
Tandem Spring Draft Gear. New York Automatic Air Brake. Murphy outside
Metal Roof. Security Door Hangers. Metal End Door. Steel I-Beam End
Posts. Cast Steel Body Bolster. Malleable Iron Post and Brace Pockets.
Malleable Iron Sill Pockets. Trucks, Rigid Diamond Frame Arch Bar Type.
Simplex Truck Bolster with Barber Roller Motion. Angle Iron Spring
Plank. Wheels, 33-inch Chilled Cast Iron. Steel Axles with 5 × 9 inch
Journals. Inside Hung Metal Brake Beams.

[Sidenote: _CODE
  "Coast"
  Number 142_]

=North Coast Standard Box Car=

  =Capacity 40 Tons=

[Illustration]



Specifications of North Coast Box Car

(CAPACITY 40 TONS)


  Gauge, 4 feet, 8½ inches. Length over End Sills, 40 feet, 10
    inches. Width over Side Sills, 9 feet, 1½ inches. Width inside,
    8 feet, 6 inches. Height inside, 8 feet, 0 inches. Width of Door
    Opening, 6 feet, 0 inches. Height from Rail to center of Coupler,
    2 feet, 10½ inches. Height from Rail to Top of Floor, 4 feet, 1
    inch.

  Red Fir used throughout for woodwork of the car.

  Six Sills 5 × 9 inches.

  Four Truss Rods, 1½ inches round.

  Automatic Couplers and Tandem Spring Draft Gear.

  Westinghouse Automatic Air Brake.

  Standard Two-Ply Roof with prepared Roofing Paper between the two
    courses.

  Security Door Hangers.

  One End Door.

  Cast Steel Body Bolsters.

  Malleable Iron Post and Brace Pockets.

  Trucks, Rigid Diamond Frame Arch Bar Type.

  Cast Steel Bolsters.

  Steel Channel Spring Plank.

  Wheels, 33-inch Chilled Cast Iron.

  Steel Axles with 5 × 9 Journals.

  Malleable Iron Journal Boxes.

  Inside Hung Metal Brake Beams.

  [Illustration]

[Sidenote: _CODE
  "Britcomb"
  Number 172_]

=B. C. Box Car=

  =Capacity 30 Tons=

[Illustration]



British Columbia Electric Standard Box Car

(CAPACITY 30 TONS)


[Illustration]

  Gauge, 4 feet, 8½ inches. Length inside, 40 feet, 0 inches.
    Width inside, 8 feet, 6 inches. Width of Door Opening, 6 feet,
    0 inches. Height from Rail to Center of Coupler, 2 feet, 10½
    inches. Height from Rail to Top of Floor, 4 feet, 2 inches.

  Draft Sills, Oak. Buffer Blocks, Oak. All other framing, Red Fir.

  Six Sills, 5 × 9 inches.

  Four Truss Rods, 1⅜ inches round.

  Automatic Couplers and Standard Tandem Draft Rig.

  Westinghouse Automatic Air Brake and Inside Hung Metal Brake Beams.

  Seattle Car & Foundry Co's Plastic Roof.

  Security Door Hangers on both Side and End Doors.

  Cast Steel Body and Truck Bolsters with special side bearings to
    provide for sharp curves.

  Diamond Arch Bar Frame Trucks.

  Channel Spring Plank.

  Malleable Iron Journal Boxes.

  Malleable Iron Columns.

  33-inch Chilled Cast Iron Wheels and Steel Axles with 4¼ × 8 inch
    Journals.

  U. S. Standard Safety Appliances.

[Sidenote: _CODE
  "Empire"
  Number 116_]

=Standard Box Car=

  =40 Tons Capacity=

[Illustration]



S.& I. Standard Box Car


[Illustration]

  Gauge of Track, 4 feet, 8½ inches. Length over End Sills, 40 feet,
    0 inches. Width over Side Sills, 9 feet, 1½ inches. Width inside,
    8 feet, 6 inches. Height from Floor to Carline, 8 feet, 0 inches.
    Width of Door Opening, 6 feet, 0 inches. Height from Rail to
    center of Coupler, 2 feet, 10½ inches.

  Sills, Red Fir. Framing, Red Fir. Red Fir Sheathing, Lining,
    Flooring and Roofing.

  Automatic Couplers and Tandem Draft Gear.

  Seattle Car Manufacturing Co's Standard Roof.

  Westinghouse Automatic Quick-Action Air Brake.

  Steel Bolster.

  Malleable Iron Post and Brace Caps and Shoes.

  Security Door Hangers.

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

  Inside Hung Metal Brake Beams.

  Steel Axles, 5 × 9 Journal.

  33-inch Chilled Cast Iron Wheels.

  Symington Malleable Journal Box with Pivot Lid.

[Illustration: PASSENGER CAR ON THE LINE OF THE SWATOW CHAOCHOWFU
RAILWAY IN CHINA.]

[Illustration: GOODS WAGON ON THE PEKING-KALGAU RY. SHOWING MR. KWONG,
THE CHINESE ENGINEER IN CHIEF OF THE RAILWAY.]

[Illustration: THE CHIEN MEN GATE, ENTRANCE TO THE TARTAR CITY OF
PEKING FROM THE NATIVE CITY, BEING THE TERMINUS OF THE IMPERIAL RAILWAY
OF NORTH CHINA AND THE PEKING-HANKOW RY.]

[Illustration: GREAT WALL OF CHINA AT NANKOU PASS ON THE LINE OF THE
PEKING-KALGAU RY.]

                             Transportation
                          ... _in the_ Orient

[Illustration: LOGGING IN THE PHILIPPINE ISLANDS WITH MODERN DONKEY
ENGINES BUILT ON THE PACIFIC COAST AND HERCULES LOGGING TRUCK BUILT BY
SEATTLE CAR & FDY. CO.]

[Illustration: CHINESE JUNK ON THE YANGTZE RIVER. MODE OF TRANSIT IN
VOGUE NOW AND WHICH HAS BEEN FOR OVER 2,000 YEARS.]

[Illustration: LOGGING CAR IN USE IN THE ISLAND OF FORMOSA AT KAGI,
BY THE JAPANESE GOVERNMENT. MR. KANNO, CHIEF ENGINEER ARISAU RY. IN
CENTER.]

[Sidenote: _CODE
  "Chinois"
  Number 147_]

=Chinese Box Car=

  =30 Tons Capacity=

[Illustration]



Tientsin-Pukow Railway

(Southern Section)

All Steel Box Car

(30 TON COVERED GOODS WAGON)


Length inside, 21 feet, 0 inches. Width inside, 9 feet, 6 inches. Wheel
Base, 13 feet, 0 inches. Gauge, 4 feet, 8½ inches. Height from Rail to
center of Coupler, 3 feet, 7 inches. Wheels, 42 inches, Steel Tired.
Steel Axles with 4¾ × 9 inch Journals. Journal Centers, 6 feet, 6
inches. Cast Steel Journal Boxes and Semi Elliptic Springs. Automatic
Couplers and Single Spring Draft Gear. Corrugated Metal Roof. Center
Sills, Steel Channels. Inter Sills, Steel Channels. Side Sills, Steel
Angles. End Sills, Steel Channels. Side and End Posts, Steel Angles.
Carlines, Steel Angles. Floor, Steel Plates. Sides and Ends, Steel
Plates. Metal Doors with Metal Frames. Metal Brake Beams. Screw Hand
Brakes.

[Illustration: 20 Ton Chinese Flat. Description on Application]

[Illustration: Train de Luxe

Similar to equipment used on Manchurian Railways. Specially designed
for Oriental service. Length of train (7 cars) 492 feet. Accommodating
219 passengers. Weight of train, 280 tons. Structural Steel
underframes. All Steel Trucks with Rolled Steel Wheels. Westinghouse
Air Brakes. Steam Heated. Electric Lighted. Full Vestibules with
Diaphragm. First Class Cars finished in Mahogany and upholstered in
Leather and Rugs on floor. Second Class Cars finished in imitation
Mahogany and imitation Leather or "Pontasote" with Linoleum Floor
Covering. Kitchens, Diners and Sleepers fully equipped.]

[Sidenote: _CODE
  "Swan"
  Number 148_]

=Steel Underframe=

  =Beef Car=

[Illustration]



Steel Under-Frame Refrigerator Car

(CAPACITY 70,000 POUNDS)


The interior of this car is arranged to accommodate halves of beef
of the largest size suspended from trolleys on a track, and have
ample clearance to keep the neck of the beef from the floor. There
are three tracks extending the length of the car with switches at the
door to direct the beef to any track desired. Between the tracks at
each carline are cross hooks provided on which mutton may be hung.
The tracks are arranged so that the beef may be handled by trolley
directly from the cooling room into the car and left suspended in the
car to be unloaded by trolley at destination. The economy of this
specially designed car will appeal to the packer who ships from the
Abattoir to various distributing centers. Provision is made to prevent
the load from swinging which adds to the safety in transit. Ice boxes
are arranged at ends with provision for ventilation and complete
refrigeration. The thorough manner of insulation and ventilation makes
it possible to reduce the capacity of ice boxes to a minimum, thereby
reducing the cost of icing and at the same time increasing the space
for loading.

The underframe is built of structural steel, and is designed to
withstand the most severe handling with an ample factor of safety.

Gauge, 4 feet, 8½ inches. Length, 34 feet, 0 inches. Height inside,
10 feet, 2 inches. Height from Rail to center of Coupler, 2 feet, 10½
inches. Automatic Couplers. Westinghouse Friction Draft Rig fitted
with Farlow Attachments. Westinghouse Automatic Air Brake. Trucks are
Diamond Arch Bar Type. Bolsters all Metal. Wheels, 33-inch Chilled Cast
Iron. Axles Steel with 4½ × 8 inch Journals. Journal Boxes, Malleable
Iron. Truck Columns, Malleable Iron. Brake Beams all Metal Inside Hung.
Spring Plank Steel Channel. Springs in Groups of Six Coils. Weight of
Car, 49,000 pounds.

[Sidenote: _CODE
  "Wildrose"
  Number 149_]

=Steel Underframe=

  =Beef Car=

[Illustration]



Steel Under-Frame Beef Car

(CAPACITY 60,000 POUNDS)


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

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



CAMP CARS


[Illustration: Interior of one of our Camp Cars. (The "Cookies" Domain)]

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

[Illustration]

[Illustration: Detail Showing Seating Capacity of Camp Diner]

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

[Sidenote: =Four Wheel Caboose=

_CODE
  "Spokane"
  Number 111_]

[Left Sidenote: =Eight Wheel Caboose=

_CODE
  "Empire"
  Number 145_]

[Illustration]



Eight Wheel Caboose Car


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

[Illustration]



Four Wheel Caboose Car (WITH CUPOLA)


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

Other details on application.

[Sidenote:



Eight Wheel Combination Passenger Coach, Caboose and Baggage Car


_CODE
  "Newport"
  Number 118_]

[Left Sidenote:



Eight Wheel Combination Baggage Car and Caboose


_CODE
  "Skagit"
  Number 117_]

[Illustration]

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

[Illustration]


New Specifications

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

[Sidenote: _CODE
  "Ballast"
  Number 127_]



Ballast Cars for Standard Track Work


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


Wooden Framed Ballast Car

[Illustration: View of Standard Ballast Car, showing arrangement of
Hoppers]

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

[Illustration]


Specifications of Standard Ballast Car (or Gondola)

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

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

[Sidenote: _CODE
  "Gondol"
  Number 149_]



Steel Frame Gondola Car


  80,000 Pounds Capacity

[Illustration]

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

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


Specifications

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

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

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

  Draft Gear--Twin spring with automatic couplers.

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

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

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

  Safety Appliances--United States Standard.



TANK CARS FOR STANDARD USE


[Sidenote: _CODE
  "Tankcar"
  Number 128_]

=Oil Tank Car=

[Illustration]


Oil Tank Car

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

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

[Illustration]

[Sidenote: _CODE
  "Steeltank"
  Number 129_]



Steel Frame Tank Car

  California Type


[Illustration]


Detailed Specifications

Capacity, 3000 gallons, 60,000 pounds.

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

[Sidenote: _CODE
  "Canecar"
  Number 131_]

=Standard Cane Car=

  =Capacity 12 Tons=

[Illustration]

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

  Sills and Framing, Straight Grain Red Fir.

  Body Bolsters, Fir Trussed.

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

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

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

  Truck Bolsters built up of Steel I-Beams.

  Brake Beams all Metal inside hung.

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

  The Superstructure has Slatted Sides with Solid Partitions.

  This car can be furnished in any capacity.

[Sidenote: _CODE
  "Chicoal"
  Number 132_]

=Four Wheel Coal Car=

  =Built for Export to China=

[Illustration]

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



DEPARTMENT OF CONTRACTORS AND MINING EQUIPMENT


[Illustration]

[Illustration]

[Illustration]

[Illustration]

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

[Illustration]

[Illustration]

[Sidenote: _CODE
  "Premier"
  Number 146_]

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

[Illustration: All Steel 1 1-2 Yard Two-Way Side Dump Car]

[Sidenote: _CODE
  "Premier"
  Number 146_]

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

[Illustration]



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


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

[Sidenote: _CODE
  "Canal"
  Number 157_]

=Four Yard Two-Way Side Dump Car=

[Illustration]



Four-Yard Two-Way Side Dump Car

(CAPACITY 4 CUBIC YARDS)


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

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

  Double Diamond Frame Truck.

  Springs over Journal Boxes.

  Steel I-Beam Cross Sills.

  Fir Draft Timbers.

  Link and Pin Drawbar fitted with Single Spring Draft Rig.

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

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

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

  Approximate weight 5500 pounds.

[Sidenote: _CODE
  "Alaska"
  Number 165_]

=Automatic Dump=

  =Ore Car=

[Illustration]



Automatic Dump Ore Car


[Illustration: Bucket Dump Car]

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

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

[Sidenote: _CODE
  "Canal"
  Number 165_]

=Automatic Dump Car=

  =3 Yard Capacity=

[Illustration: _Fig. 1._ Car Just Before Engaging Trip Block]



Three Yard Automatic Dump Car


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

[Illustration: _Fig. 2._ Car Just After Engaging Trip Block]

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

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

[Sidenote: _CODE
  "Incline"
  Number 314_]

=Incline Bottom Quarry Car=

  =3 Yard Capacity=

[Illustration]



Incline Bottom Quarry Car

(3 YARD CAPACITY)


[Illustration]

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

[Sidenote: _CODE
  "Utility"
  Number 166_]



Standard Mining Car

  Lever Latch


[Illustration]

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

[Sidenote: _CODE
  "Carbon"
  Number 167_]



Combination Mining Car

  Wood and Steel Construction


[Illustration]

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

[Sidenote: _CODE
  "Carhan"
  Number 137_]



Standard Section Hand Car

(CAPACITY 35 CUBIC FEET)


[Illustration]

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

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

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

[Sidenote: _CODE
  "Pushcar"
  Number 135_]



Push Car


[Illustration]

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

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

  Wheels, 20-inch Pressed Steel.

  Framing and deck of Red Fir.

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

[Sidenote: _CODE
  "Railcar"
  Number 134_]



Extra Heavy Track Laying or Rail Car

(CAPACITY 10 TO 12 TONS)


[Illustration]

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

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

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

This car can be made any Gauge desired.

[Sidenote: _CODE
  "Fortify"
  Number 118_]



Seven-Ton All Steel Tram Car

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


[Illustration]

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

Sills Steel Channels, Decking Steel Plate.

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

16-inch Chilled Cast Iron Wheels.

Weight approximately 3,300 pounds.

[Sidenote: _CODE
  "Briquette"
  Number 156_]



Heavy Stone and Brick Car


[Illustration]

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

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

[Sidenote: _CODE
  "Alascar"
  Number 157_]



Miner's Tram Car, Iditarod Type

(CAPACITY 4 TONS)


[Illustration: Platform, 14×4 feet; gauge 2 feet, 8 in.]

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

[Sidenote: _CODE
  "Kildry"
  Number 158_]



Dry Kiln Tram Car


[Illustration]

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

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

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

[Sidenote: _CODE
  "Barcar"
  Number 159_]



Bar Iron Tram Car


[Illustration]

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

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

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

[Sidenote: _CODE
  "Coal"
  Number 126_]

=Coal Mine Car=

  =Capacity 32 cubic feet=

[Illustration]



Coal Mine Car

(CAPACITY 32 CUBIC FEET)


[Illustration]

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



Some Facts About Railroad Building

Curves


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

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

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

For extremely sharp curves, or say 100 feet radius or less, it is usual
to express the curve by feet radius rather than by degrees. The table
following is computed by the formula R==5730/D, and fractions of feet
are not taken into account.

  NOTE--The above engineers' method of designating the rate of
  curvature of a railway curve must not be confounded with the number
  of degrees of a circle occupied by the curved portion of the track;
  thus a curved track making a quarter turn, equivalent to a right
  angle, will always be 90 degrees of a circle (360 degrees--the
  whole circle) no matter whether the curve is an easy one with a
  long radius or a sharp one with a short radius.

  Table Showing Lengths of Radius in Feet (Fractions Disregarded)
  for Curves from One to Sixty Degrees

  DEGREES  RADIUS

   1      5730 feet
   2      2865  "
   3      1910  "
   4      1432  "
   5      1146  "
   6       955  "
   7       819  "
   8       717  "
   9       637  "
  10       573  "
  11       521  "
  12       478  "
  13       441  "
  14       410  "
  15       382  "
  16       358  "
  17       337  "
  18       318  "
  19       302  "
  20       287  "
  21       273  "
  22       260  "
  23       249  "
  24       239  "
  25       229  "
  26       220  "
  27       212  "
  28       205  "
  29       198  "
  30       191  "
  31       185  "
  32       179  "
  33       174  "
  34       169  "
  35       163  "
  36       159  "
  37       155  "
  38       151  "
  39       147  "
  40       143  "
  41       140  "
  42       136  "
  43       133  "
  44       130  "
  45       127  "
  46       125  "
  47       122  "
  48       119  "
  49       117  "
  50       115  "
  51       112  "
  52       110  "
  53       108  "
  54       106  "
  55       104  "
  56       102  "
  57       100  "
  58        99  "
  59        97  "
  60        95  "



Rule for Measuring the Radius of a Sharp Curve


[Illustration]

Stretch a string, say 20 feet long, or longer if the curve is not a
sharp one, across the curve corresponding to the line from A to C in
the diagram. Then measure from B, the center of the line A C, and at
right angles with it, to the rail at D.

Multiply the distance A to B, or one-half the length of the string in
inches, by itself; measure the distance D to B in inches, and multiply
it by itself. Add these two products and divide the sum by twice the
distance from B to D, measured exactly in inches and fractional parts
of inches. This will give the radius of the curve in inches.

It may be more convenient to use a straight edge instead of a string.
Care must be taken to have the ends of the string or straight edge
touch the same part of the rail as is taken in measuring the distance
from the center. If the string touches the bottom of the rail flange
at each end, and the center measurement is made to the rail head, the
result will not be correct.

In practice it will be found best to make trials on different parts of
the curve to allow for irregularities. It is best not to measure across
from one end of the curved track to the other even when the curve is
so located that this is possible, since if any portion of the straight
track at either end of the curve is included the result will be
incorrect. This rule does not apply to curves of over one-half circle
if the line is drawn connecting the two ends of the curve. It is a good
plan to make the measurement on the inside of the outer rail of the
curve, as this is often more convenient. In this case one-half of the
width of gauge should be deducted from the radius when calculated, as
the radius of the curve should be measured to the center of the track.

  EXAMPLE--Let A C be a 20-foot string; half the distance, or A B, is
  then 10 feet, or 120 inches. Suppose B D is found on measurement to
  be 3 inches. Then 120 multiplied by 120 is 14,400, and 3 multiplied
  by 3 is 9; 14,400 added to 9 is 14,409, which, divided by twice 3,
  or 6, equals 2,401½ inches, or 200 feet 1½ inches, which is the
  radius of the curve.

                              A B² plus B D²
  The formula is thus stated: -------------- == R.
                                  2 B D

  Or applied to the above example,

  120² plus 3²
  ------------ == 2,401½ in. == 200 feet 1½ inches.
   2 times 3

  MATERIAL FOR ONE MILE OF TRACK

  RAILS

  Weight per  Tons per
    Yard        Mile

   8 lbs.     12 4-7
  10  "       15 5-7
  12  "       18 6-7
  16  "       25 1-7
  20  "       31 3-7
  25  "       39 2-7
  30  "       47 1-7
  35  "       55
  40  "       62 6-7
  45  "       70 5-7
  50  "       78 4-7
  52  "       81 5-7
  56  "       88
  60  "       94 2-7
  63  "       99
  65  "      102 1-7
  70  "      110
  75  "      117 6-7

  Number complete joints per mile 90 per cent, 30
  ft. and 10 per cent, short length rails, 358.

  SPIKES

    Size Under    Average    For Rail    Kegs per
       Head       per Keg    Weighing      Mile

  6  × 9-16      320    75 to 100 lbs.   32
  5½ × 9-16      375    52 to  75  "     30
  5  × 9-16      400    45 to  60  "     26
  5  × 1-2       450    35 to  45  "     23½
  4½ × 1-2       530    25 to  40  "     20
  4½ × 7-16      680    25 to  40  "     15½
  4  × 1-2       600    20 to  35  "     17 2-3
  4  × 7-16      720    20 to  35  "     14¾
  4  × 3-8      1000    16 to  30  "     10½
  3½ × 1-2       800    16 to  25  "     11
  3½ × 7-16      900    16 to  25  "     12
  3½ × 3-8      1190    12 to  20  "      9
  3  × 3-8      1240    12 to  20  "      8½
  2½ × 3-8      1342     8 to  16  "      7⅛



We are prepared to furnish to exceptional advantage--


  BRIDGE BUILDING MATERIALS
  STRUCTURALS
  UPSET RODS
  BOLTS AND RIVETS
  LIGHT AND HEAVY FORGINGS
  STEEL CASTINGS
  MALLEABLE IRON CASTINGS
  GRAY IRON CASTINGS
  JOURNAL BEARINGS
  CAR WHEELS

Quotations and Specifications furnished on Application. Special
Attention given to Rush Orders.

                 +----------------------------------+
                 |                                  |
                 | The following well known         |
                 | corporations are among those     |
                 | who have purchased equipment of  |
                 | us and availed themselves of     |
                 | our Service Department:          |
                 |                                  |
                 |     NORTHERN PACIFIC R. R.       |
                 |     O. W. R. & N. R. R.          |
                 |     C. M. & ST. P. R. R.         |
                 |     OREGON ELECTRIC RY. CO.      |
                 |     SPOKANE & INLAND R. R.       |
                 |     STONE & WEBSTER              |
                 |     B. C. ELECTRIC RY. CO.       |
                 |     PENINSULAR RY. CO.           |
                 |     U. S. GOVERNMENT             |
                 |     TIENTSIN-PUKOW R. R.         |
                 |     SUN NING RY.                 |
                 |     YOSEMITE VALLEY R. R.        |
                 |                                  |
                 | and hundreds of the leading      |
                 | logging, milling, mining and     |
                 | contracting concerns of the      |
                 | Pacific Northwest and Alaska.    |
                 |                                  |
                 |    SEATTLE CAR & FOUNDRY CO.     |
                 |                                  |
                 +----------------------------------+

[Illustration: UNION PRINTING Co. SEATTLE]

_Compiled by Foulser Advertising Service_



  TRANSCRIBER'S NOTES


  There was no item number 66 on p. 17.

  The page title for p. 62 split the paragraph. Moved the page title
  to a position immediately prior to the first illustration.

  The List of Subjects on p. 7 includes Bunks, McLafferty yet there
  is no corresponding section in the text.

  Most pages had a decorative rectangular border with "Seattle Car
  _and_ Foundry" at the top. Most of the other pages had a simple
  triple line rectangular border.

  Silently corrected simple spelling, grammar, and typographical
  errors.

  Retained anachronistic and non-standard spellings as printed.

  Enclosed italics markup in _underscores_.

  Enclosed bold markup in =equals=.

  Enclosed cursive font in ~tildes~.





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