. Electric railway journal . he flat bars above men-tioned. This results in a construction of a greatstrength and lightness. One such truck, which isillustrated on page 630, has been designed for ex-tremely heavy high-speed service involving an actualcenter plate load of 48,000 lb., and a maximum cen-ter plate load within the elastic limit of the mate-rial amounting to about 120,000 lb. The weight ofthe truck, complete with brake rigging but withoutmotors or gearing, is 12,500 lb. In general the M. C. B. type of truck is in-variably associated with the use of equalizer barsfor transmitting the
. Electric railway journal . he flat bars above men-tioned. This results in a construction of a greatstrength and lightness. One such truck, which isillustrated on page 630, has been designed for ex-tremely heavy high-speed service involving an actualcenter plate load of 48,000 lb., and a maximum cen-ter plate load within the elastic limit of the mate-rial amounting to about 120,000 lb. The weight ofthe truck, complete with brake rigging but withoutmotors or gearing, is 12,500 lb. In general the M. C. B. type of truck is in-variably associated with the use of equalizer barsfor transmitting the load at the center portion ofthe truck-side to the boxes, and although this de-vice was almost universally used at one time in elec-tric railway service, present opinion is very muchdivided as to the necessity for the object of the equalizer bar is, obviously, to per-mit movement of one wheel, in case it encounterssome irregularity in the track, without compelling 630 ] ELECTRIC RAILWAY JOURNAL [ Car Trucks. High-Speed Truck Built with Structural Shapes and Pressings to Give Light Weight a corresponding movement of the whole side of thetruck, and if this result could not be obtained inany other way, there would be ample reason for theconstruction. However, the use of spiral springs ontop of the boxes has proved to be perfectly prac-ticable, and where the matter of height has beenimportant the requisite length and amplitude ofmovement for these springs have been attained byplacing them alongside of the box and supportingthem on lugs instead of on top of the box. It istrue, of course, that the omission of the equalizerbars must, for a given spring, reduce to some ex-tent the freedom of relative movement between thewheels and the truck as a whole, so that the prob-lem of the use or non-use of equalizer bars wouldseem to be largely one of track conditions. However, non-equalized trucks have been usedsuccessfully under recent passenger coaches forsteam railroads th
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