. The Street railway journal . n. 50 1 47 1 42 39 1U 0 33 2 8 11% 8 9 W idth over sheathing S 9% 8 7 Width over deck eaves moulding s 5 8 9% Height, top of rail to center draw-bar. 5 2 5 Height, top of rail to under sills iy8 3% Height, top of rail over platform S 9 Height, top of rail over roof 12 0 12 IOV2 Probably the most important departure from or-dinary practice in the general design of these carsis the arrangement of the platforms. The cars arevestibuled, and when made up into trains each carcan be closed so as to be entirely distinct or apassageway may be opened throughout the
. The Street railway journal . n. 50 1 47 1 42 39 1U 0 33 2 8 11% 8 9 W idth over sheathing S 9% 8 7 Width over deck eaves moulding s 5 8 9% Height, top of rail to center draw-bar. 5 2 5 Height, top of rail to under sills iy8 3% Height, top of rail over platform S 9 Height, top of rail over roof 12 0 12 IOV2 Probably the most important departure from or-dinary practice in the general design of these carsis the arrangement of the platforms. The cars arevestibuled, and when made up into trains each carcan be closed so as to be entirely distinct or apassageway may be opened throughout the extended buffer attachment is employed in con-nection with the swinging draw-bar. Several forms of doors have been introduced onthese cars in order to test their respective vestibule doors on one car are of the Gibbstype; the side doors are arranged to slide into pock-ets in the side framing, thereby giving up the en-tire platform to the passengers. Another form ofdoor swings in and is operated by a lever. A third. END VIEW OF CAR NO. I
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Keywords: ., bookcentury1800, bookdecade1880, booksubjectstreetr, bookyear1884
