. Electric railway journal . y the whole lengthof the underframe, which consists of four heavy steelchannels extending the entire length of the platform,and tied together by heavy steel end-frame channel is riveted to the webs of the end framecastings and to the bolster plates on the bottom. Thebolsters are built up of 1-in. steel plates, 10 in. in widthriveted to all four longitudinal sills. Concrete Breaker in Cleveland THE accompanying illustrations show a new machinedeveloped by Charles H. Clark, engineer mainte-nance of way, Cleveland Railway, to break up the con-crete pavem
. Electric railway journal . y the whole lengthof the underframe, which consists of four heavy steelchannels extending the entire length of the platform,and tied together by heavy steel end-frame channel is riveted to the webs of the end framecastings and to the bolster plates on the bottom. Thebolsters are built up of 1-in. steel plates, 10 in. in widthriveted to all four longitudinal sills. Concrete Breaker in Cleveland THE accompanying illustrations show a new machinedeveloped by Charles H. Clark, engineer mainte-nance of way, Cleveland Railway, to break up the con-crete pavement, or the concrete under and between theties, in street railway tracks. The former method ofusing a ponderous weight is replaced by employing fivehammers of less weight, and dropped on a point. Allthe hammers can be used at one time, or each oneindependently. In case of manholes or soft spots thisbecomes necessary. The car is moved at the rate of about 8 ft. per rninu*by the use of a separate clutch. The operation consists. of spotting the car and allowing the weights to dropcontinuously till the concrete is shattered. The car ismoved while the weights are going up. The chains which carry the weight make a completecycle in sixteen seconds which means two blows by eachweight in this time, or a total of about thirty-eightblows per minute for the five hammers. The machinewill break about 50 to 150 ft. of track per hour withtwo men at a labor cost of about 1 cent to 2 cents perfoot of track. New Ear for Trolley Lines THE General Electric Company has recentlydeveloped a new form of strain ear, known as theForm S, for use in trolley construction. It consists oftwo parts, the shoe and the body, the latter being madeof malleable iron and the former of either iron or brassas desired. It is installed without the use of solder. The new ear has several distinct advantages overformer types, in that it has a renewable shoe, or wear-ing part, and the shoe can be removed without the use ofbl
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