. Railway mechanical engineer . tion ^ary steel, but also because of the possibility ofchanging from wood cars to all-steel cars in main lineservice, without taxing the capacity of existing passengermotive power. In many cases the advent of all-steel equip-ment has necessitated an increase in the size of locomotivesused in through passenger service. A third, and no lessimportant economy, will result from the reduction in the amount of fuel used per car-mile with the lighter weight. Aside from the economic advantages accruing from tiielight weight, the design of the new cars is of in
. Railway mechanical engineer . tion ^ary steel, but also because of the possibility ofchanging from wood cars to all-steel cars in main lineservice, without taxing the capacity of existing passengermotive power. In many cases the advent of all-steel equip-ment has necessitated an increase in the size of locomotivesused in through passenger service. A third, and no lessimportant economy, will result from the reduction in the amount of fuel used per car-mile with the lighter weight. Aside from the economic advantages accruing from tiielight weight, the design of the new cars is of interestbecause of the unusual strength of the car body which isdesigned especially with reference to its ability to resistdestruction in collision or derailment. This is accomplishedby the introduction of two new members in the body end,viz., a collision diaphragm forming a ceiling above thesaloon, lavatory and passageway between, and special doorposts in the body end frame. The collision diaphragm consists of a horizontal plate. Interior View Showing the Details of the Body and UnderframeConstruction girder having a 3-16 in. web member placed across the carfrom side plate to side plate, and extending lengthwise ofthe car from the door header into the body of the car about5 ft. 6 in. This horizontal girder securely ties the sidewalls together at the ends of the car body, and it is ex-pected that in collision the walls will thereby be drawn in toresist penetration, rather than be split apart to allow pen-etration. Also, this horizontal girder, being backed up bythe high girder side frame and tied down by the door posts,is itself expected to offer great resistance to special body-end door posts are in the form of ver- 387 388 RAILWAY MECHANICAL ENGINEER Vol. 91, No. 7 tical beams 21 in. deep, with j-16 in. web and pressed steelflanges. They are framed into the underframe below andinto the collision diaphragm above, with connectionscapable of developint; the full st
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
