. Electric railway journal . been that of making satisfactorily tightjoints at the splices and the eaves. In the earlier carsthe designers resorted to the use of sheets tinned orleaded at the edges. The sheets were riveted to theroof member and then the joints were soldered. Whilethis practice provided the desired degree of water-tightness, the sweating of the joints proved a slow andexpensive matter. Some trouble has also been experi-enced from the corrosion of the sheets along the linesmarking the division between the tinned and untinnedportion of the sheets. This is due either to corrosivea
. Electric railway journal . been that of making satisfactorily tightjoints at the splices and the eaves. In the earlier carsthe designers resorted to the use of sheets tinned orleaded at the edges. The sheets were riveted to theroof member and then the joints were soldered. Whilethis practice provided the desired degree of water-tightness, the sweating of the joints proved a slow andexpensive matter. Some trouble has also been experi-enced from the corrosion of the sheets along the linesmarking the division between the tinned and untinnedportion of the sheets. This is due either to corrosiveaction of the original soldering flux or possibly to someelectrolytic action. This method has now been largelydiscarded, the choice at present lying between a flame-welded joint and one formed with a gasket of heavybuilding paper of special type laid between the twometal parts, cold-driven rivets being employed there-with. The welded joint is probably the more desirablebut has the obvious disadvantage that it is difficult to. What a Joy There Is in aWell-Designed Car remove any one sheet which for any reason has becomecorroded or otherwise damaged. It is also a ratherexpensive process and for this reason the gasketedjoint has received considerable favor. The latter hasbeen in use sufficiently long to give good indications ofits general serviceability. Its the Car End That Takes theBuffing Stresses First Our consideration of the various parts of car con-struction now leads us to a very important part, namely,the end construction. For high-speed trunk-line serv-ice we may again turn to the postal specifications, aquotation from which has already been published in aprevious article. For convenience, however, it may berepeated that for electric cars where the weight of thetrain does not exceed 600,000 lb. it is required thatthe sum of the section moduli of the vertical end mem-bers shall not be less than 40, andthe section moduli of the main mem-bers either forming or adjacent tothe
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