. Railway mechanical engineer . 0 lOO SOO Scale in Feet Shed Group for Open Air Repair Work A tentative estimate of the new freight cars required inthe next three years calls for about 700,000, or about 230,000cars per year. Eight per cent of the yearly requirementswould be about 18,000 cars. At an average cost of $2,850per car, this is equivalent to a total cost of $51,300, thjs sum at 10 per cent for interest, deprecia- that both should possess all the particularly favorable pointsaffecting construction and operation. On the larger railroads the traffic conditions are often s
. Railway mechanical engineer . 0 lOO SOO Scale in Feet Shed Group for Open Air Repair Work A tentative estimate of the new freight cars required inthe next three years calls for about 700,000, or about 230,000cars per year. Eight per cent of the yearly requirementswould be about 18,000 cars. At an average cost of $2,850per car, this is equivalent to a total cost of $51,300, thjs sum at 10 per cent for interest, deprecia- that both should possess all the particularly favorable pointsaffecting construction and operation. On the larger railroads the traffic conditions are often sogreatly divergent in character that, in order to save emptycar mileage and to return the cars quicker to their earningpower, it°night be advantageous to divide the car repairing. Interior of the Longitudinal Type Shop tion, etc., will provide a fund of $513,000,000 available forthese improvements. This sum would go a long way towardpaying for most of the improvements suggested. General Freight Car Repair Shop Requirements The question of the location of car repair shops is chieflydependent on the dominating traffic characteristics and onthe prevailing local conditions of the particular railroad con- between district shops. This division could be extended toprovide separate repair shops for steel cars and for woodencars, each located at the most suitable place. The layout should embody the principle of a continuousmill operation, the materials entering as much as possibleat one end, and the building and organizations so groupedas to avoid any conflicting movements. Such an arrange-ment is indicated in the tentative layout accompanying this 146 RAILWAY MECHANICAL ENGINEER Vol. 94, No. 3 article. The principal buildings should be all under oneroof, effecting a sa
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