. American engineer and railroad journal . utes; the second part, from Sidney to North Platte, 123 miles,consumed 117 minutes. The Player Metallic Truck. Among the metallic car and tender trucks to attract attentionrecently are the designs by Mr. John Player, Superintendent ofMachinery of the Atchison, Topeka & Santa Fe Railway andmade by Messrs. Shickle, Harrison & Howard of St. Louis. Weshow the construction of the freight truck in the accompanyingengravings. These trucks are very much alike, the chief differ-ences being due to the fact that coil springs are used on thefreight truck and elli
. American engineer and railroad journal . utes; the second part, from Sidney to North Platte, 123 miles,consumed 117 minutes. The Player Metallic Truck. Among the metallic car and tender trucks to attract attentionrecently are the designs by Mr. John Player, Superintendent ofMachinery of the Atchison, Topeka & Santa Fe Railway andmade by Messrs. Shickle, Harrison & Howard of St. Louis. Weshow the construction of the freight truck in the accompanyingengravings. These trucks are very much alike, the chief differ-ences being due to the fact that coil springs are used on thefreight truck and elliptic springs on the tender truck. The bol-ster and transoms are of cast steel and the side frames are of thediamond type. The weight of the transom is 550 pounds, and that of thebolster is 350 pounds, including the side bearings. It will be seenfrom the drawing that the springs may be removed very easilyfrom the ends of the bolsters upon raising the bolsters by meansof jacks. The castings are of open-hearth steel, and as there can. Fig, of the Player Truck. bination was inverted and carried on the center plates. Yokeswere hung in the arch bar guides and the load was appliedthrough them by the movable head of the machine. The capac-ity of the machine is 200,000 pounds. The tests were elaborateand the report gives evidence of very careful work both in theplanning and in the execution. ^ It is, in fact, the most comjire-hensive test of this kind that has come to our attention. Weshall be able to present only a brief summary of the results in thespace at command. In the tests an initial load of 10,000 pounds was used in orderto bring all of the parts to a solid bearing. The readings of thedeflections were taken with micrometer and vernier calipers,using electric contacts to ring a bell for the purpose of avoidingthe possibility of error due to the springing of parts in taking themeasurements. Fig. 3 shows the methods of^measuring elonga- January, 1898. AND RAILROAD
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