. Electric railway journal . that it can be built in the com-panys shop and taken to its place on a flat car. The framing is of 2-in. x 4-in. No. 1 hemlock, exposedtimbers being surfaced, and is carried on 4-in. x 6-in. mud-sills. Walls and ceilings are ceiled with ^Hj-in. clearGeorgia pine, matched and beaded. Windows and doorcasings are of %-in. by y/2-m. Georgia pine. The sidingis No. 1 common Novelty siding, and door and windowframes are of whitewood. The roofing is of %-in. hemlocklaid with i-in. spaces between boards and covered withStar A grade shingles laid not to exceed 5 in. to thewe
. Electric railway journal . that it can be built in the com-panys shop and taken to its place on a flat car. The framing is of 2-in. x 4-in. No. 1 hemlock, exposedtimbers being surfaced, and is carried on 4-in. x 6-in. mud-sills. Walls and ceilings are ceiled with ^Hj-in. clearGeorgia pine, matched and beaded. Windows and doorcasings are of %-in. by y/2-m. Georgia pine. The sidingis No. 1 common Novelty siding, and door and windowframes are of whitewood. The roofing is of %-in. hemlocklaid with i-in. spaces between boards and covered withStar A grade shingles laid not to exceed 5 in. to theweather, all hips being double-shingled. The rafters are2-in. x 6-in. hemlock. The exterior receives three coatsof standard depot paint, body yellow and trim roof shingles are stained green. The shelter is lighted from the wire-glass panel in thedoor, as it has been found difficult to keep glazed windowsash intact. Peepholes in the paneled sash permit waitingpassengers to see approaching cars. A five-lamp cluster is. Standard Shelter House—New York State Railways placed above a wire glass sash in the ceiling for artificialillumination, the wire glass giving fairly effective protec-tion to the lamps. A seat 14 in. wide extends across the rear of the houseand half way along the two sides. This is made of a singleiJ/2-in. plank supported by wooden brackets at 2-ft. intervalsal a height of i6^4 in. from the floor. 322 ELECTRIC RAILWAY JOURNAL [Vol. XLII, No. 26. Rail Corrugation The Writer Describes Corrugation on the Brooklyn Rapid Transit System—He Also Develops the Theory thatthe Principal Cause Is the Cold Rolling of the Rails by the Car Wheels and that Rigid Roadbeds,Rails of Deficient Elastic Limit and Hard Tires Are Accessory Causes BY CHARLES M. GIDANSKI, WAY AND STRUCTURE DEPARTMENT BROOKLYN RAPID TRANSIT SYSTEM Corrugation waves in a series show a number of definitecharacteristic features. These features are evidence thatcorrugation is an established deformat
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