. The American railway; its construction, development, management, and appliances . Fig. 45. —Old Car for Carrying Firewood on the Baltimore & Ohio Railroad. cliques had also been organized on different roads in the interest ofsome patents, and in such cases argument and reason addressed tothem were generally wasted. Public indignation was, however,aroused; and the stimulus of legislation in different States com-pelled railroad officers to give serious attention to the devoting some years to the investigation, the Master Car-Builders Association—which is composed of officers of r
. The American railway; its construction, development, management, and appliances . Fig. 45. —Old Car for Carrying Firewood on the Baltimore & Ohio Railroad. cliques had also been organized on different roads in the interest ofsome patents, and in such cases argument and reason addressed tothem were generally wasted. Public indignation was, however,aroused; and the stimulus of legislation in different States com-pelled railroad officers to give serious attention to the devoting some years to the investigation, the Master Car-Builders Association—which is composed of officers of railroad companies, who are in charge ofthe construction and repair of carson the different lines—has recom-mended the adoption of a couplerF,» .fi oiH r th n r > t, , H of the typc represented by Fig- rig. 46.—Uld Car on the Quincy Granite Railroad. y i i j ures 47 to 49, which has beenalready applied to many cars and the indications are that it will bevery generally adopted for freight and probably for passenger 142 AMERICAN LOCOMOTIVES AND CARS. If it should be, it will relieve railroad employees of the dangerousduty of going between cars to couple them. Figure 47 shows aplan looking down on the couplers with one of the latches, A,open ; Figure 48 shows it with the two couplers partly engaged;and Figure 49 shows them when the coupling is completed. One of the first problems which presented itself in the infancyof railroads was how to keep the cars on the rails. Anyone who will stand close to a line of railroad when a trainis rushing by at a speed of forty, fifty, or sixty miles an hour mustwonder how the engine and cars are kept on the track; and eventhose familiar with the construction of railroad machinery often ex-press astonishment that the flanges of the wheels, which are merelyprojecting ribs about \\ inches deep and i^ inches thick, are sufli-cient to resist the impetus and swaying of a locomotive or car atfull speed. The problem of the manufacture o
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