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nauwél OCOMOTIVES 
- qu: 


One of Five Specialized Railway Age Publications 





for merly 


oonten 


uwechanical and 
Electrical Engineer 


Pocatello 
Wheel Shop 





Roseville 
fir Brake Shop 


Detecting Flaws in 
Traction Gears 


U& i—6o-S/ 
Brake Equipment 





THE WINE RAILWAY 
APPLIANCE COMPANY 
TOLEDO 9, OHIO | 


a 
\ 

> « 
= “ 





Proof once more...at Buttalo-Unit 


“Progress is our principal product”’ 
No 








here’s a diesel having its teeth brushed 


with fast OAKITE STEAM-DETERGENT GUN 


R. moving heavy-duty lubricants from recessed Next time vou face this probl m you try the Oak- 
areas is a real tough assignment. And that’s what ite Steam-Detergent Gun. You'll easily save up to 


you re up against when you have to remove ) cleaning time. You'll speed up uch other 


: obs as cleaning running gear, traction motors, 
Crater’s Compound from between the bull gear ied s e 


trucks, locomotive frames before fracture tests 
teeth of Diesel driving wheels 


You can strip paint, too 


Pictured here is a man with the right idea. With 
See for yourself the efficiency of Oakite Steam 
no facilities for boiling out the compound by hot ae) a en 


tank, he’s blasting the stuff loose with the handy priced gun. Ask for demonstration without 


Oakite Steam-Detergent Gun. He’s got down be obligation. Oakite Products, Ine 16 Rector 


tween the teeth... cleaned them to the very root Street, New York 6, N. Y 


OAKITE PRODUCTS, ING 46 RECTOR STREET, NEW YORK 6.N. Y 


eo, laa... ¢ he t. be Terente 


“DUUUU 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





Safest distance between two points 
By making An i 


J 
industs 
tire 


Wp hory vist WW 
Westinghouse Air Brake 


COMPANY 


AIR BRAKE DIVISION Ke WILMERDING, PA. 




















RAILWAY | TOCOMOTIVES 


PUBLISHED MONTHLY BY THE 
SIMMONS-BOARDMAN 


PUBLISHING CORPORATION Sounded in 1832 os the Americon Reil-Read Journe 


EDITORIAL AND EXECUTIVE OFFICES DECEMBER, 1955 VOLUME 125, NO 
90 Chur treet, New York 


19 West Mor e 


Editorials 


- C. WILCOX Motive Power and Car 

Pocatello Wheel Shop Mechanized 

> Cold Weather Diesel Operating Problems (RF& TEA) 
aT "os Still Too Many Deaths and Injuries (RF&TEA) 
en 7 Loading Rules (CDOA) 

| | How To Prepare and Paint Different Surfaces (CDOA 


. L. WOODWARD 
Da if ee Diesel Locomotive Axles, Wheels and Trucks (LMOA) 


What's Ahead for Foremen? (LMOA) 
. J. WEIHOFEN 
Roseville Air-Brake Shop Revamped 


_N. HOUSER, JR. Ideas for the Car Repair Man 


Ideas for the Diesel Repair Man 
LILLIAN D. MILN 
- Electrical Section 


Detecting Flaws in Traction Gears 
C. W. MERRIKEN, 
Completely Automatic Battery Testing Panel 
Positioner for Auxiliary Generators 


MICHAEL J. FIGA, 
Dynamic Brake Tester 


Easy In or Out for Propane Tanks 


Replacing Brush Studs 
BRANCH OFFICES: : 
How a Slippery Rail Blew a Control Fuse 


Portable Infra Red Heater * 


Departments 


: News 
Z v e Bly 
s Angeles 17 Personal Mention 
5 le Ave 
1e Supply Trade Notes 


1809 Ponce De Leon Bivd 
ot Gables, Me Equipment New Ideas—New Uses 


FOREIGN REPRESENTATIVES. New Books 
Sibley-Fields Publis “ o "ee td 777??? 


48 Londen Wall, Lond 


Questions and Answers 


Index to Advertisers 


Subscription Price 


comotives and Car 
ciated Business Papers 
of Circulation (A.B 
industrial Arts index and «4 
index when § 


e 





DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





USS MULTIPLE-WEAR 


specifically designed 

, \ for more mileage 
under heavier loads 
at higher speeds 














WROUGHT STEEL WHEELS 





USS Multiple-Wear Wrought Steel ong lependabl 
Wheels deliver more ton miles per dollar 

than any other type wheel—for two rea USS Multiple-Wear Wrought Steel 
ons. Because they are made of steel, they Wheels are produced for all types of 
possess the strength and toughness to bear railroad applications including Diesel 
heavy loads, the hardness to resist wear locomotives, electric and steam locomo 
ind the ductility to minimize sudden tive passenger, expre 
brittle fractures. Secondly, this excellent freight car 
combination of inherent properties is im Ni egically 


et it compar ible 


and heavy-duty 


located, compl te 
proved by forging, rolling, and control “ ops are ready to fill your order 
cooling resulting ina wheel of unequalled I ight Steel Wheel McKee Rock 
soundness. No other wheel is so well pre Pennsylvania shop, serving 
pared for heavy loads, severe braking and i ind Southeast, and the Cary 
high speed impacts. No other wheel ré liar hop, supplying the Western and 
quires so little maintenance, give uch uthern Lin 


NITEL TATE TEEL CORPORATION. fF 


ON DiviSi 


USS WROUGHT STEEL WHEELS 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 








28 RRs in Labor Dept inder modernization | A. C. Browning Dies 
Apprenticeship Program mp to Savas the etatemen the . C Bre ae 













Departin I es of accurate and detailed studi C. K. Steins Receives 
prenticeship The curves will be used wt idly the Henderson Medal 
They are being tra n railroad shy ovement of vehicles from the dual stand 








damuail . C. K. Steins, mechanical engineer, Pens 
seroom or “l-aroume ore oimt of vehicle design and behavior on 










‘ i ut achiur el { f vivania received § the 1955 George rt 
' : : bsags ys tases? ae Se a oe Henderson medal of the Franklin Institut 
: 0 ike ' . ' nance of the tracks themselve Particular “7 , . , 
sk amitl | w Ge , lenis . ‘ " ' of Philadelphia. The medal is awarded {: 
' nditions of wear can be artificially created 
vemastad Vi . meritorious inventions or discoveries in the 
pve tees ’ , d controlled, and any new track con 
oxican + . railroad engineering field. Mr. Stein's co 






yonent or rolling tock can j 





increased railroad efh« 





ency have included both motive-power and 





ling-stock developments 


British Railways Building High-tensile-steel passenger cars with 
Test Track imique tem air conditioning and 











lation duet high-capacity depresse 
Ages of F 
ir ° P enter flat car und a load retainer an 
Cars in Service 
track i | f eparator r box cars have been amor 
heeds silt t British Ra On! me-third of he ft ht eal i Mr. Stein’s rolling stock development Hy 
f $1,000,000 i at the eginnit ear ‘ designed high peed multi-evlinder 





freight locomotive 





nyaped t work 












Birmingha and he The 1 , per cent were over JO yeat 1. TI on an entire low cost, lightweight, high 
blaimir leta | i ri ‘ howing wa pointed up if Calculation peed paseenger train 

he performar f on tive " ide by the ICC’s Bureau of Transport \ 1913 graduate of the Stevens Institut: 
pdssenpe inal = freigt t ‘ t 4 bkeonomics and Statist from figure up ot Pechnology Mie Steins entered Pent 
i j tates of wear and at ied by the American Rai iy Car Ineti yivania service in 1919 and became the 
ol pee d ile As to passenger train carl it i mechanical ¢ nygineer in 194] He i i 
\ Railwa poke , reporte hown that less than 5! per cent of the member of the Mechanical Division of the 
h information will be of wreat iv fleet is built during the past five year AAR, chairman of the Railroad Division 

mee in connection th the pr ‘ hile two-thirds of it comprised cars more of the ASMI ind a member of the Nev 
roductior ! ite i | ect ‘ han 25 years old comen Soctety ancl the Franklin In Titute 






PERSONAL MENTION 


Canadian National K. Dotsnovcn appointed electrical for Chicago, Rock Island G Pacific 


ve . i if motive-power hop Strattord, Ont Rosert | 
mie | ' nerai peril f \ 7 











NEWTON appointed electrical 






live power and car equiy nt, W ngineer at Chicago as announced in the 
egion, at Winnipe Mar ppou Canadian Pacific November issue. Born: September 4, 191 
! ! live powell ina if ed { il Spokane Wash. Education W ashing on 
, Anrucn BayNuHaM. division master me 
Vontreal. Born staflor bey mn \ State College (1942) Career seca 
hat it Lethbrid Alta., retired 
0, 1H99. Career: Began a ‘ issistant to superintendent, Great Northers 
r nd Trunk Pacif CNR nT br. G. Nosewortuy, division master me in 1942, and traveling engineer in 194 
! 1 as machinist appr ' il Kenora divi ! transierred 1 Appointed assistant superintende nt eles 
| 
hanical inspeetor an | Lethbridge, Alta trie Operations in 1947. Entered service of 
er. becomin enera upe Reck Island January 1, 1955 










Central Vermont Erie 










1949 and transfers ' he W Arenep A. Sountiere. general foreman Lawnence H, Creienron, shop superis 
n at Winnipe fur ) r department at St. Albana, Vt. retired tendent at Susquehanna, Pa., coach shop 
retired 
hora bh. Hong he ' , Da HD 
Montrea ippointed new Chicago, Burlington G Quincy vip ECKER, division car foreman 


at Jersey City. N. J appointed shop super 


Toint St, C) le \ rea lo ) SCHROERD eneral forems il 
| a ve ‘ aOER, ECHCTS reman intendent at Susquehanna, Pa., coach sh p 
! hoy (ralesburg, Hl appointed to newly created 

| A. Tarr appoint roe ‘ position of assistant general superintend Missouri Pacific 


enwine Toronto Tet Hea nt of motive power, Lines East North Little Rock, Ark 
lovonto J. D. Reznen, superintendent car depart Ww. | 
‘\ | Waten oti { ent it Chicago ippointed mechan i 








DUNCAN resumes duties as ter 


nal master mechanic after a leave of 












{ apres Ont pp | gate issistant to vice-president——operation ibsence because of illness 
{ reo ‘ n | ecto 
ut Capreol D. V, Hon, mechanical inspector, ap G. W. NrieMEYER, acting terminal master 
Wo OR. Crathers ly not { inted superintendent car department mechant resumes a road master me 
Hamilton, Ont apy ted ( I MeLKken, general perintender chant 
man at Capreol e power, retired (Turn to page 10) 








RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 








IT’S CLEANED...WITH TRANSPO..ssy turco 


For Diesel aluminum piston cleanin 


TURCO PRODUCTS, INC. 


cleaning other aluminum parts, ma Chemical Processing Compounds 


leading railroads have found that Tur Fact 
does a difficult job spec dily. effectively ane fely NEWARK 
Transpo is but one of many Turco con pounds — 
developed especially for railroad use is but one 

of the many reasons why, for any cleaning job 


7 > 3 th entral Avenue 
any railroad cleaning job...it’s sound practice to kos Anactes 1, Califor 


...turn to Turco first! RAILROAD DIVISION 














Newest Design 
The Speed Merchant is the latest design of to- 
morrow § high speed locomotive, ordered by the 
New Haven to handle new Talgo type equip 
ment being delivered by ACF Industries 

It is a Fairbanks-Morse motive power design 
that combines the maintenance simplicity of a 


single engine power plant and the dependability 


of railroad proven Opposed Piston Diese! power. 








NTomorrow’s high-speed locomotiwe 












Single Engine Power Plant 


entire trip from Boston to the Grand Central 


This single engine power plant not only supplies Terminal without changing motive power 

high horsepower for traction but also delivers High speed Proven power Simple mainte 
ample power for full auxiliary load —train serv nance. These are the advanced features of the 
ice, train lighting, heating and air conditioning new Fairbanks-Morse Speed Merchant designed 
as well as power for food service to put profit back in passenger service, 


Both Diesel and Electric os 
The Speed Merchant's ability to operate as 1) 4 4 — 
either a diesel-electric or straight electric loco- 46 y Al RK BAN KS- MORSE 


motive enables the New Haven to make the a name worth remembering when you want the best 


DIESEL LOCOMOTIVES AND ENGINES - BAIL CARS AND BRANBOAD EQUIPMENT ELECTRICAL 
MACHINERY -« PUMPS « SCALES - WATE® SERVICE EQUIPMENT « MAGNETOS 











PERSONAL MENTION 


‘Continued from page f¢ 


New York Central 
oi 
tendent 


hop 


New York, New Haven & Harttord 
Vew Haven Conn 


Donald S. Onnen 


Ihe 
ehiel mes 
ihheering mad 


in appl tliat 


William A. Baker 


Wiuttam A 


chief mechanical officer in charge of lo« 


Baken appointed ase 


uv | 
genetal 


motive maintenance Formerly 
diesel superviser of Clinchfield at Erwin 
Tenn 

Southern 


instructor at Anoxville, Tenn 


Wapoit 


diesel supervisor at Knoxville Tenn 


STUBS appointed general dic 


JAMES ( genera 


appointed 


James ( Bartow appointed gene 


diesel supervisor at Birmingham Ala 


Ancuime | Apams, roundhouse foremar 
at Huntingburg, Ind 


foreman at Shefheld, Ala 


appointed genera 





ORDERS AND INQUIRIES FOR NEW EQUIPMENT PLACED 
SINCE THE CLOSING OF THE NOVEMBER ISSUE 


DIPSEL-ELECTRIC LOCOMOTIVE ORDERS 
Vo. of Horse 
Kudder 


Fairbanks, Morne 
Meetro- Motive 


Koad units power Nervice 


Central of New Jermey 6 2,400 Koad 
out Northern ( 


FREIGHT-CAR ORDERS 
Hoad Vo et Type of ear 
" " ton Mat 
(hiowgo & Kastern Ihineis k lat 
hinge, Hock Island & VPacitix 0-ton © Vullman Standard 
lielaware A Hudson VO0- tow box Pullman Standard 
Delaware, Lackawanne A We ton be ACK Lodustries 
O- ton bo Magor (ar 
tbocncnme loternational Ky. Car 


Kuilder 
Warren (ar 
Company shop 
vered hopper 


bigin, Joliet & astern ‘ 
‘,reat Northern OOo ib 
} 
Li 


ox Company shops 
9 000- gal tank ACK loaduatries 

hw Company shops 
Jethlehem Steel 
(Creenville Steel (oar 
Company shops 
Pullman Standard 
Pullman Standard 
Magor tar 

Paeitic (ar & Fdry 


Pullman Standard 


ew York, Chicago & Avis 100 
tlolk & Western ADD 


HW 0- ton hopper 


O ton hopper 


0 lon hopper 

ai) box 

aU O- ton oo 
vorfolk Southern 100 
vorthern Pacitic 100 


vered hopper 
0-ton gondola 
(ton mech refrig 
Y-ton box 
conn Central , DK boon 

Ik 


oul Southwestern om 
ompany shops 


(lompuny shape 


VPASSENGEH-CAKR OHDERS 


Koad Vo. of car Type of car 
nodinn National l Hail diesel (HID 
(Chicago & Eastern Ilinow I Hail diesel (1)t--1 
lo cost over $1,500,000. Deliveries expected in February and March 
lo be sequired in 1956 
* (Lost, $496,000. For February delivery 
bor piggyback service 
For January and February delivery 
hatimated cost, $3,750,000. Half the care will be 50'4 ft. half, 0 ft. Delivery scheduled for secon 
juerter of 1956 
bor delivery during the first half of 1956 
(lost, $15,750 each. Deliveries scheduled to begin in February: completed by May | 
Approximate cost of box cars, $8,000,000. ‘To be constructed next year 
Katimeted unit cost, 87,000 
Deliveries of Bethlehem and Greenville cars expected early in 1956. W company bailt hoppers 
begin next June 
lo be leased from Human Michaels Co. Cost, $600,000. For February delivery 
Latimated unit coat, # 18. Deliveries expected to start this year 
(lost, #5.500.000. Half to be 50 ft. with 15-[t double doors. half, 40 ft 
‘tee! flooring in doorways 


ith B-ft single doen 


lhox cara to be built next year Hoad authorized to acquire also 15 covered hopper car 
lé 


» have been delivered early in November 


apeake ¢* Ohie 
oot of 815,300,000 
hr Will order six 1,600-hp general purpose switchers and four 1,200-hp yard switchers 
Lehigh Valley LV expected to order 300 freight cars as this issue goes to press 
Vew York Central The NYC will order 14,750 freight cars for earliest possible delivery, at a cx 
#117,855,000, Alfred EF. Perlman, president, has announced Included will be 000 box ears, 9 
elf clearing hopper cars, and 500 70-ton covered hopper curs 
Norfolk er Western Directors have authorized purchase of 
sddition to freight cars listed above To be of 1,600 hp or its equivalent 
Heading Will purchase before the end of the year 400 box cars, 500 70-ton gondola cars, and 500 


} ton hopper cars 


Directors have authorized purchase of 1,000 hopper cars and 1.000 gondola cans 


> general purpose diesel locomotive unit 


tnion Tank Car Compan Will epend $10,000,000 on new cars of various types to be built in its o 
bey 
Placing orders for materials for 500 6-ton steel hopper cars to be built in its own shox 


beginning the second half of 1956 


\ irginias 





Cantiste H. PartLow appointed general 


SUPPLY TRADE 
NOTES .. 


MOTORS CORPORATION 
Frederick OW 


industrial sales manager, has 


foreman enginehouse at Alexandria, Va 


LeRoy G, STEARNS appointed assistant 
foreman freight car repairs, Hayne shop 
Spartanburg, 5S. ¢ 


HepceratH appointed as GENERAT 
Gea ELectro-Morive 


Walker, Jr 
been named manager of the Chicago region 
Rukgaber, trans 
ferred to the locomotive division of GW's 


Witttam FE 


istant foreman coach yard at Atlanta Division 


Donato B. Baitey, Ja., appointed assist 
ant foreman erecting shop at Atlanta, Ga succeeding George W 
Obituary overseas operations at New York. Mr 
Walker's successor is D. H. Queeney, gen 
eral service manager, who in turn has been 
replaced by Frederick T. Battey, manager 
A. C. Metanson, chief of motive power of technical services. T. B. Dilworth, loco 


Danter A. Carnour. 56, master mechanic 
of the Illinois Northern, died September 26 


ind car equipment of the Canadian Na motive section engineer, has been appointed 


nal at Montreal, Que., died October 14 (Continued on page 14) 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





This handsome veteran, No. 7 of the Louisville and Nashville, paused to 
have its picture taken sometime around the turn of the century. It pro- 
duced a tractive effort of 22,700 |bs., saw service for the L & N until 1932. 


, . A 
— Tn le 


Then...and now...serviced 
with Esso Railroad Products 


Valuable years of experience in research and development, along 
with continual testing on the road and in the lab, stand back on 
of the outstanding performance of famous Esso Railroad Products RAILROAD PRODUCT 


SOLD IM: Maine, N. H., Vt, Mos., & 1, Conn., 

Diesel Fuels DIOL RD—Diesel lube oil CYLESSO~—vaive oil N. Y., N. J., Pa., Del., Md, D. C., Va, W. Va., 
E880 ANDOK Lubricantsa— COBLAX—traction motor gear E880 Journal Box Compound WN. C., $. C., Tenn., Ark, le 

versatile greases lube Asphalt 
ARACAR-—journal box oils VARSOL—Stoddard Solvent Cutting Oils Pe grag nage ag — eg Aa Boston, 
ARAPEN-brake cylinder SOLV E880—Aromatic solvent Rail Joint Compounds . — "omen, — Shee ~ Nd 

hubricant ESSO Weed Killer Maintenance of Way Products Bolo Cynwyd, Po Baltimore, Md Richmond, 
ES8O XP Compound—hypoid E880 Hotbox Compound Signal Department Products Ve. — Charlotte, N.C Columbia, 5. C 


gear bubricant AROX—pneumatic tool lube RUST-BAN—corrosion preventive Memphis, Tenn New Orleans, le 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





Why Pal ationat brushes are 


by leading manufacturers 
of diesel-electric locomotives 


“National” carbon brushes assure top performance mutator condition in actual railroad operation. 
and economy. This is due to a continuing railroad- You can save time and money with approved 
brush-development program, in cooperation with “National” brushes. That’s why more of them are 
leading locomotive manufacturers, which has re- used on diesel-electric locomotives than on all other 
sulted in much longer brush life and improved com- makes combined! 


FOR 


TRACTION MOTORS 


Aa 
“ NATIONAL” tt Pe “ NATIONAL” 
BRUSH GRADE DE-3 nh, BRUSH GRADE DE-2 


SOA / - MAIN GENERATORS 


“NATIONAL” “NATIONAL” 
BRUSH GRADE DE-5 BRUSH GRADE 255 


“NATIONAL” “NATIONAL” 
BRUSH GRADE AZY BRUSH GRADE SA-35 


The tegm "National, the Three Pyramids Device and the Silver Colored Cable Strand are registered trade-marks of Union Carbide and Carbon Corporation 
NATIONAL CARBON COMPANY ~ A Division of Union Carbide and Carbon Corporation + 30 East 42nd Street, New York 17,N.Y. 
Sales Offices: Atlanta, Chicago, Dallas, Kansas City, Los Angeles, New York, Pittsburgh, San Francisco. In Canada: Union C arbide Canada Limited, Toronto 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





The only 12 to 5 KW : 
> Positive Gear Railway 
Generator Drive .~ 


on the market we 


~~ 


7. 
oe ae 


-_ 


ee ee € | 


..-now makes 





possible New efficiencies, 
New economies, New conveniences 
for ALL railroads 


The new, small '2 to 5 KW Spicer Positive Gear 
Generator Drive makes available to caboose, baggage, re 
frigerator, and mail cars, all the advantages of steady, ample 
electrical current 

And the new Spicer Drive delivers the power for this ‘2 
to 5 KW current with all the standards of efficiency and 
dependability established by the large, time-proved Spicer 
Positive Gear Generator Drive. More than 11,000 large 
Spicer Drives are now in use on over 70 railroads all over 
the world 

The Spicer Railway Generator Drive for radio, lighting, 
refrigeration and other electrical equipment consists of a 
very simple application of quiet, long-lived spiral bevel gear 
and pinion mounted at the end of a standard axle, thereby 
LIGHTING permitting rapid inspection and maintenance. The drive 

from the gears is positive and constant through Spicer 
EQUIPMENT Universal Joints and Propeller Shaft to the Spicer Safety 
Clutch which is attached to the generator. This safety 
clutch absorbs heavy shock loads and disconnects the 
drive line in case of an excessive overload, thus protecting 
the generator from damage. 

Spicer Positive Railway Generator Drives can be quickly 
and economically adapted to new car designs and recon 
ditioning jobs. Write for further details. 








Manufactured and Sold by 


/ e REFRIGERATION 
>, DANA 


CORPORATION — 


TOLEDO 1, OHIO 





DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





SUPPLY TRADE NOTES 


Continued trom page 10 


executive engineer at 


EMD, with 
quarter ae belore at La 
Max Kkphraim, Jr 
ucceed Mr 


branch sale 


und J. F 


Crat 
equipment engines 


Dilworth, KR. J. Hond 


O Leary 





SUMMARY OF MONTHLY 


HOT BOX REPORTS 


Foreign and No. of cars set off between division 


Mile» 


manager it bertea Mo 


system freight 

car 5 

thouse nda ) 
4 1951 
1952 


gust 
August 
95% 


009 , 371 
G2A,917 


August 
September 
October 
November 


971,020 
, 822,222 
,042 

, 788 
December 6% 
A 
January 
February 
March 
April 
May 

J une 
July 
August 


583 

45 
658 
570 
713 
662 
6748 
6%, 
614 
852, 


Nh 
= 


ee 
t 
Vewi == Ue & 
“eV a 


+t 


ee NSU 


wep tem brer 
October 


hiewwn 
& 


November 


— 


December 


17 
751, 


er) 
Januar y 
February 
March 
April 
May 
June 
July 
August 


MPNwUNWHNN 


terminals because of hot boxes 


System 


,023 19, 


658 17 


638 i4 


, 083 10, 


, 463 6 
, 987 
581 


Saco e wenn 


Foreign 


092 


535 


160 
195 
495 
or 


550 


970 
,076 
485 
664 
226 
635 
358 


Total 
28,115 
29,193 


22,798 
16,278 
356 
wi 
131 


, 879 
7,019 
853 
228 
926 
214 
, 868 
310 
622 
2,167 
982 


, 195 


514 
6.2% 
7,793 
9,956 

13,524 
16, 306 
21,721 


22,913 


car 
set 


off 


107,038 
100,192 


130,319 
173,376 
293 , 7% 
517,301 

958 


5,561 
44,370 
>, 813 
2,411 

248 353 
202 
9% 

: 756 
7,355 
472 


232 





SELECTED MOTIVE POWER AND CAR PERFORMANCE STATISTICS 


Feemur Seavice (Dara rrom 1C.C. M211 ann M-240) 


8 months ended 


N. E. Carlson 


ACK INDUSTRIES 
For Div 

been appointed 
Mr. Carlson 


manager of the St varle 


AMenICAN Cat 
Norman } Carlson 


director 


YOY 


will continues 


~ 
BEAK MANUFACTURING COMPANY 
The TZ Railway Equipment Con pany, (1 
cago ha been appointed exclusive 


sentative of tear 


balancin machine 
the railway induetr 


G. F. Habach 


WORTHINGTON 
Hal 


CORPORATIO 
George I 
president 


ing resear 


SKI INDUSTRIE IN¢ Ra 
Campbell has been appointed 
manager at Pitt burah ind J 

land, district m 
I box has 
Pittsburgh di 


ifidger at ¢ 
been appointed tie 


trict other 


Month of August 


with August 


m No 
Hoad locomotive miles 
+ -O5 Total, steam 
5 06 Total, Diesel-electri« 
i Total, electric 
4 04 Total, locomotive-miles 
Car-miles (000,000) (M-211 
loaded, total 
Empty, total 
Gross ton-miles-cars 
M211 
Total in coal-burning steam locomotive trains 
Total in oil - burning steam locomotive trains 
Total in Diesel-electric locomotive trains 
Total in electric locomotive trains 
Total in all trains 


000 


contents and cabooses 


A verages per train-mile (excluding light trains) (M 


locomotive miles (principal and helper 
Loaded freight car-miles 

empty freight car-miles 

lotal freight car-miles (excluding caboose 


(jross ton-miles (excluding locomotive and tender 


Net ton- miles 
Net ton miles per loaded car-mile 
(Car-mile ratios (M-211 

Per cent loaded of total freight car-miles 
Averages per train hour (M-211) 

Train miles 


M.-211 


(jroes ton miles 
Car-miles per freight car day (M-240 
Ser v iowa ble 


All 


Average net ton-miles per freight car-day (M-240 


excluding locomotive and tender a4 


1955 


6,209 
4,729 
792 


3,983 


,733 
923 


000 000 


14,340 
2,995 
102,684 
2,360 
123,383 


211 


1.03 
42.4 
22.6 
65.0 
3,021 
1,397 
32.9 


65.2 


18.2 
249 
467.3 
45.0 
966 


Per cent of home cars of total freight cars on the line 


M240 


Passencen Senvice 


Hoad motive power miles (000 
Steam 
Diesel eloetrre 
Meet ric 
Total 
Poansenger-train car-miles (000 
lotal in all locomotive-propelled trains 
Total in coal-burning steam locomotive trains 
Total in oil- burning steam locomotive trains 
lotal in Diesel-electric locomotive trains 
Total car-miles per train miles 
Yano Saeavice (Liars 
Freight yard awitching locomotive hours 
Steam, coal-buroing 
Steam, ob burning 
Diesel eleotric 
Total 
Passenger yard awitching bours 
Steam, coal burning 
Steam, oil burning 
Diemel electri 
Total 
Houre per yard locomotive-day 
Steam 
Diesel electric 
Serviceable 


All locomotives (serviceable, unserviceable and 


stored 
Yard and train-ewitching 
loaded freight car-miles 
Yard and train-ewitching 
passenger train car-miles 


locomotive 
with bow: 


cludes 1 and trailing A units 


(Data 


locomotive miles per 


41 
om 1.04 M.21 


515 
745 
416 


ay 


797 711 
187 278 
7, 842 
6,568 
248 878 
289 0 


100 


3 


4 


9 


109 264 


> 


104,890 2 


53 872 55 


1954 1955 
6,273 42 
2,807 280 

652 5 
9.9% $30 


598 
218 
895 
46 


1,532 


84 


116 
249 


3,226 
2,504 
00769 
2,009 


380 
5,861 
,232 
996 
243 
1.02 
41.0 
24.0 
65.0 2 
2,930 3,012 
1,309 1,361 
41.9 31.9 


1.02 
42.6 
23.6 
66.2 


63.1 64.4 
18.6 18.7 
2 766 


42.8 4.3 
1 3.7 
899 


146.9 


11,458 
162 818 
10,538 
184,821 


1, 887 , 180 
64,842 
44,304 

1 667 612 


9 Bl 


220 276 


55 629 $78 ad) 


4,32 


1.6% 


255 
297 


2,684 
0,742 


28,358,285 
41,009,602 
0.956 69 487 
6,432 ) 937 
596 1,957,510 
406 2,273,988 


‘ 
i4 
4 


1954 


19 076 
167,349 
11,18 
197 614 


1 982 680 
93,83 
70,71 

1,694,344 

9 06 


2, 524,66 
433.995 
26,127,379 


29,158,622 


98 964 

M701 
2,041,995 
2,388 515 
4.8 
14.9 
14.3 





RAILWAY LOCOMOTIVES AND CARS * 


DECEMBER, 


1955 





DAYTON RUBBER COMPANY 1,£ 

Meyer has been appointed sales engineer 

railway division, covering southern Ohio 

and Indiana, western Pennsylvania and 

northern Kentucky. John J. Heher has George Westinghouse, founder 

been appointed district manager. railwas of the Westinghouse Air Brake 

division, northern Ohio and Great Lakes ong epg one ae 
Americans at New York Uni 
versity. Inventor of the rail 
road air brake and other de 
vices in the transportation and 
electrical fields, he died in 
1914. A bronze likeness of 
him is being placed in the Hall 
of Fame colonnade on the 
Bronx campus of the univer 
sity, along with those of 85 
other persons honored since 
the award was first made in 


1900 





MICRO.LUBE SALES. Walter Trefz hae WYANDOTTE CHEMICAL CORPORA 
H. A. Withall been appointed technical service director TION, J. B. Foao Diviston Stanley Jol 
at Dallas, Tex 


ENTERPRISE RAILWAY EQUIPMENT Lad with headquarters at St. Louis 

COMPANY Harry 4. Withall, director VAPOR HEATING CORPORATION _ 

of sales, has been elected vice president William Daley has been transferred from WESTINGHOUSE AIR BRAKE COM 

and director of the company st Louis to Richmond Va James PANY ( F. Hammer 
. Murray, from Chicago to Atlanta, Ga neering, Air Brake Divi 


has been appointed district sles manage 


manager of engi 


ion has been a | 
} Ce rhell 0 os veles to ( “ * assiats directo 0 ‘nyeimeern 

BRANDON COMPANY.—T. €. Coleman 2 ™ rye - a i - ; . a ; age ee 

. cago, an eplou om licago to F ere , ‘ 

& Son of Louisville, Ky has been ap ‘ - f : . a . 


St. Louis ® 
pointed sales representative for railroads 


PES , r 1 Nashvill bal STRATOFLEX, INC.-Central States | 
oie ae ee ee epcaatans KOPPERS COMPANY, Wooo Presery dustrial Supply ¢ 
~ 


inc Division.._Don ¢ Smith, assistant 


JOY MANUFACTURING COMPANY ales 
William C. Russell has become genera! sales, has been named manager of the sales Stratoflex 


manager of the St. Louis division. Mr department. He has taken over the 


ompany, Cleveland, ha 
been made distributor in northeastern Ohio 


manager in charge of commercial for high pressure hose a 


sles 

Russell was formerly sales manager and duties of Dougl Grymes, Jr. recently Obituary 
chief engineer of Dodge & Seymour Ltd named a vice-p iden ad ¢ cutive ‘ GEORGE W FOX 
New York 


pre 
istant to general manager Brake Beam Company, died September 


i 





With fork lift equipment and palletized lading, this multi-door car ing damage 
was unloaded in ten minutes during a “Cost Reducton Clinic” in Chicago 
recently. The new car, built by International Steel Company, is divided 
into five compartments and has ten overhead garage-type doors—tive 
to a side. Permanent bulkheads between compartments aim at reduc 


The Unit Load Car Corporation plans to acquire 3,000 
of the cars for lease to shippers at approximately $150 a month. The 
car makes extensive use of new materials, including a plastic sandwich 
panel in walls, floor, doors and ceiling, developed by the Haskelite 
Manufacturing Corporation 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





Simple, Permanent, 


UNION 
PACIFIC 
RAILROAD 


CENTRAL 
GEORGIA 


WRITE TODAY for manual des ribing simple, 


inexpensive installation steps and PARTS & PRICE 
LIST showing parts 


quantity purchase prices 
Sent immediately; no obligation 


For complete information or consultation 


New York 17 


Chi 


at your headquarters, write or telephone nearest NMB Railway Equipment Division Office 
New York * 
cago 4, lilinois * 


Room 537 + 527 Lexington Avenue 


Room 4462 McCormick Bldg 
Redwood City, Califorr 


* Plaza 3.6647 
* 332 S. Michigan Avenue + HArrison 7.5163 
Broadway at National Avenue . = = 7 

CANADIAN DISTRIBUTOR iw Fall NA 
The Robert Mitchell Company, Utd., 64 Decarie Bivd., $1. Laurent, Montreal 9, Quebec 
NATIONAL MOTOR BEARING CO., INC ee 

es . 
GENERAL OFFICES; Redwood City, California 


O-RINGS SHIMS 
Redwood City, Downey and Long Beach, California + Van Wert, Ohio 


* EMerson 6-386! 


PLANTS 


NMB has manufactured tens of thousands of oil seals for roller bearing cars and over 1,000,000,000 oil seals 
for AUTOMOBILES + TRUCKS « 


TRACTORS «+ AIRCRAFT + MACHINES + 


HOUSEHOLD APPLIANCES 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





Alert officials on these and other railroads are proving the 
NMB JOURNAL BOX LUBRICATING SYSTEM* 


is the practical solution! 


PROVE IT YOURSELF—MAKE THIS TEST 


Equip 10 test cars with the NMB System. Prove con 
clusively to yourself that the NMB System is the prac 
tical solution to hot boxes 


Operate under your most unfavorable conditions. Bear 
ing end wear will be cut to an unbelievable 0.0006" per 
1,000 car miles. Inspection will be required only once a 
month. Oil consumption will drop to about | oz. per 1,000 
journal box miles. Hot boxes will be virtually eliminated! 
The NMB Sealed Journal Box Lubricating System 
can achieve these results because it provides positive 
sealed oil bath lubrication of bearings at all speeds, while 


QUICKLY INSTALLED 
WITHOUT ALTERATION 


ELIMINATES ALL HOT BOXES 
DUE TO INADEQUATE 
LUBRICATION 


REDUCES 
OlL CONSUMPTION 90% 


REDUCES 
INSPECTION TIME 90% 


VIRTUALLY ELIMINATES BRASS 
END WEAR, WEDGE AND 
BOX TOP WEAR 


thoroughly excluding foreign matter from the journal 
box 

Che exclusive NMB Oil Circulator lubricates bearings 
with '4 turn of the axle and causes bearings to run 50 
cooler. The rear oil seal and leak-proof lid retain oil 
while excluding dirt, water, brine and snow. Journal 
guard bearings prevent impact damage to journals dur 
ing humping, coupling, starting or heavy braking 
Installation is made in standard A.A.R. journal boxes 
NMB Systems for 5” x 9”, 514” x 10” and 6" x 11 
journal boxes can be shipped promptly 


5 PRINCIPAL PARTS 


A. Ol SEAL 


DUST GUARD 
WELL COVER 
AND FILTER 


JOURNAL GUARD 
BEARINGS 


FREE-O'L 
CIRCULATOR 





RUNNING TEMPERATURES 
AVERAGE 50 COOLER UNDER 
FULL LOAD AT 60 MPH 


ELIMINATES VIRTUALLY ALL 
ACCIDENTS DUE TO HOT BOXES 


Bross and wedge 


not shown 


JOURNAL BOX LID 
AND 
WAFFLE GASKET 


Patents Pending 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





EQUIPMENT... New Ideas—New Uses 


have 12 in. diameter mechanical and hy 
brakes, 


ype The Trackmobile has electric sanders 


draulic internally expanding shoe 


Improved Trackmobile 


A ‘Trackmobile ha been developed built into the frame for operation on wet or 
Ubetitutes a locomotive-type side rod tr icy track. It has two head lights and a tail 
drive for the less expensive chain drive 


Other feature 


top light for road use, and two combina 
on the original model tion running and rear lights for track use 
Prackmobile 
mately 8,900 Ib 


ning on road wheels, provision to get lb if equipped with air braking to operate 
and off the track at any point whether « the brakes 


cluded in the new model are the diseut The new weighs approxi 


nection of the track wheel drive wher This weight goes to 9,900 


on the freight cars being moved 


improved or unimproved road, the abi (ther optional equipment includes heater 


lo tow cart or kid when on road whee windshield wiper, vacuum horn door side 


iid weather protection for the operator windows, extra seat and cab light 


The rail wheels and the rear ad whee The new unit is recommended for pull 





Diesel Starting 
Batteries 


The tubis 


itteries 

Uhi pla the 
formerly weed, and the 
lengthen battery life ittached to the bottom of the tubes se 


tive material and prevent short 


weoordimng to the it ‘ e¢ the 
t 


Ww made alter ye ol researe Mt fh uit Polyethylene is said to withstand a 
In 195 7 variety of working conditions and yet retain 
boxick lu tts ) nal it 

in 1954 its extended to f Nascent oxygen released during charging 

rubber tubes but 


| he plast i“ 


elasticity and original slot dimensions 


iiy-conditioning and « r ie eroded the slots im the 
tarti ‘ or ) f ! doe not attack polyethylene 
ubject to the uncertainties of for 
markets 
The finely lotted polye yiene tube ee There can be very precise control of its 
physical and chemical properties. Exide 
Electric Storage Bat 
8109, Philadelphia 


increase in ¢ rae y in ! ined Ww j not 


no increase in ove requireme eign experienced with rubber 


the active material t cor ct wit the 
spines and permit itt vw freely penetrated Industrial Division 


by the battery electrolyts The tul ealet ery Company Box 





ing up to four loaded cars, but can move 
as many as six. Like the original model, it 
can move over 100 times its own weight, 
gaining the necessary traction by lifting 
and thereby taking the weight of one end 
of a car. It is by this means that the unit 
develops the same drawbar pull (12,815 
Ib) on rails as a locomotive weighing 
approximately 49,000 Ib. On its rubber 
tires, where it has only its own weight for 
traction, maximum pull is 3,500 lb. Maxi 
mum speeds are 16 mph on track and 30 
mph on the rubber tires. Conversion either 
way between rail and road operation takes 
W) sec, Whiting Corporation Harvey, Ill 


Lightweight Car Seating 
ca a) = 


\ passenger car seat ce veloped lor com 
muter type service cuts weight to 38-45 |b 
model and has a new 
Because the seat 


depending on the 
principle of reversibility 
is entirely symmetrical with respect to the 
seat and the back-rest portions, a simple 
rocking action changes the direction the 
eat faces. In this move what was the seat 
in one direction becomes the back in the 
opposite direction and vice versa 

The seating may be either cloth, plasti: 
or leather. The cushioning meaium is 
springs plus rubber. The tubing that form: 
the frame is either aluminum or magnesium 
Wood framing is also available where de 
sired for decorative reasons as in the dome 
portion of a coach. Rockaway Transporta 
tion Seating, 400 West Madison, Chicago 6 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





DO YOU BELIEVE THAT OIL FILTERS 
ARE AS ALIKE AS PEAS IN A POD? 


THE PROBLEM OF KEEPING OJL CLEAN 
IS IMPORTANT— DOUBLE CHECK FILTERS! 


Engineered Filtration goes deep into the tech- 





Filter cartridges may have “worm : . : 

holes” too. Becouse WIX Cartridges é nical aspects of oil filter cartridges to deliver 

on a a ; the outstanding performance you enjoy with 
better service * pl: stebe ) ) 

, ———_———— a fe, WIX products. WIX Cartridges are hand- 


some, yes... but their efficiency, long service 





and dependability show up most clearly on 
the balance sheet. The protection WIX de- 
livers to your engines makes the big difference. 

Whether the problem is filtering diesel 
fuel or lubricating oil, WIX's complete cov- 
erage and WIX Engineered Filtration repre- 
sent the sound answer for Railroad Diesel 
Engines and Maintenance-of-Way Equip- 
ment. Here's Filtration keyed to YOUR speci- 


= 
| 
| 
| 
| 





Whee w canine saan tine ‘ae ae fications .. . YOUR equipment . . . YOUR 
ice, its performance drops. WIX ‘ = type of operation ,. 


. it makes sense and saves 
density is electronically controlled 


money for you! 

WIX research and engineering is constantly 
testing and studying YOUR oil filtration 
problems — both in the laboratory and in the 
field. These facilities and this “know-how”’ is 


freely available to you. 


Write for the complete W1X catalog or for 
the assistance of WIX engineers on your 
filtration problems 








“Leek alikes” may na rform : 4 

dix Gk ett tne tome ENGINEERED FILTRATION 

senate well ae -oocomalpnas WIX CORPORATION +++ GASTONIA+N*C 
WAREHOUSE STOCKS IN: 


DES MOINES * SACRAMENTO 
GASTONIA ° NEW YORK . $7. Lous 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





Now! Low cost protection againet 


Loxcar infestation ... 


Economical 
Johns-Manville 








PB ROARS See SS Yee 

















Stonefelt (Type K) 


reduces contamination risks, cuts damage claims 


Open corruga-P 
tiens filled with 
Stonetelt 











@ Full-size pieces of 
Stonefelt tempo 


rarily in position 


End lining is ap 
plied the vsvel 
way 


Many costly claims can be avoided by filling the spaces behind 
boxcar linings where contaminating conditions can exist. When 
you protect these areas with Johns-Manville Stonefelt” (Type K), 
danger from insect infestation, corrosion, mold and odor is con- 
trolled at the source. 


Stonefelt is made of specially treated mineral fibers felted into 
lightweight batts that wi// not settle or shake down. Strong and dura- 
ble, its uniform structure of finely divided fibers stops the entrance 


of insects; acts as a barrier against dust and dirt. 


Stonefelt fibers are inert, are not affected by moisture, will not 
sustain insect life. Virtually indestructible in service, Stonefelt 


provides continued protection against mold, odors and corrosion. 


Stonefelt Type “K"’ is furnished in cut-to-fit box car sets. Indi- 
vidual pieces are supplied up to 30” x 60” to assure maximum 


ease of handling. Regular car men can easily apply this material 


Ask your Johns-Manville representative for complete data and 
samples, or write to Johns-Manville, Box 60, New York 16, N.Y. 


hg * 97 YEARS OF SERVICE 
JM Johns-Manville TO TRANSPORTATION 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





How to reduce 
air filter maintenance 
without increasing 
engine wear 


A 2 manifold, 4 element Air-Maze oil Air-Maze oil bath filter on ALCO 
bath filter in use on Fairbanks Morse 1500 horsepower road freight loco 
2000 horsepower locomou ve mou ve 


IR-MAZE oil bath air filters cut filter maintenance 
A without neglecting their primary job—that of stop- 
ping dirt and dust from damaging diesel engine parts. 
Air-Maze filters go at least three months without servic 
ing. That's up to 24 times longer than panel-type filters! 
Yet, unlike many other types of filters, they cut mainte- 
nance with no loss of filter efficiency. Reports show that 
Air-Maze oil bath air filters double, sometimes triple 
power assembly life. 

As a result, savings from both engine and filter mainte- 
nance pay for the cost of the filter in a year. Railroad after 
railroad is switching to this most advanced method of fil 
tration. Already more than sixty railroads are using 
them. And one road will soon have fifty diesels using 
Air-Maze oil bath filters. 

Air-Maze oil bath air filters clean air thoroughly because 
they scrub air in a bath of oil. And an oil-washed screen 
traps any remaining dust, passing only clean, oil-free air 
For further information, call on us or see your locomotive 
builder. The Air-Maze Corporation, 25000 Miles Ave 
Cleveland 28, Ohio. 


AIR-MAZE Oil BATH FILTER MODELS 
AVAILABLE FOR THESE LOCOMOTIVES 


HP SERVICE MER. HP SERVICE 


her f 


800.900 Swit 
600 5 tcher >t 
1000 Switcher 
1200 Swit 
2000 i Pass 
2400 i Poss 
1350 Freight 
1750 Rd Freight 
1750 Switch 
900 Switche 
1000 witcher | 
1600 d Switch | 


500 1600 Od Fre ght | 
The Filter 


(NJ RoBAAZZS Engineers 


AIR FILTERS © SILENCERS © SPARK ARRESTERS 
LIQUID FILTERS © OIL SEPARATORS © GREASE FILTERS 


her 


>>> Pr TTR eB mM wwe 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 


= Order EX-CELL-O 
and Bushings 


m Stock | 


= Pins 


ELLY rer 
rece 1008 ae om Al i 
ee a 


ps. ri HH 


! 
32 ™= 6 


FOR LOCOMOTIVES, 
PASSENGER 
AND FREIGHT CARS 


lf your railroad pins and bushings are among 
Ex-Cell-O's wide range of standard sizes, you 
can save money and expedite delivery by order- 
ing directly from stock. You'll get highest quality 
materials and workmanship, as evidenced by the 
fact that more than 200 railroads and equipment 
builders depend on Ex-Cell-O for hardened and 
ground steel pins and bushings. Order them 
directly from the convenient Ex-Cell-O Catalog. 


For a complete listing of standard Ex-Cell-O Pins and 
Bushings for Diesel and steam locomotives and passenger 
car equipment, write for new Ex-Cell-O Bulletin 32559 











EQUIPMENT... New Ideas—New Uses 


° Pipe Bender and Clamp 
Ihe Parker Model 824 tube 


ench mounted manual tool 


bender is 4 


available with 


* 
‘“ . wee ¢ lamp This « lamp, with simple 
4 ind £2 by 
\) ndie action is «sald Oo save time rv 
) juicker gripping of the tube to be bent 
‘ it attached to the bender by inserting 
“ . 


* wivel block pin into the third hole of 


‘ Le benders radius block Without shoe 
. Me neert, the clamp takes tubing of 1¥4-in. od 
%. hoe inserts are used for smaller tubing 
Tube and Hose Fitting Dir on Parker 
{ppliance Compan 17325 Kuclid avenue 

Cleveland 12 


Valve Coupling 





T hiewe ifetytype, Quick-AwW 
able coupling lock in rive ! ! 
exhau ! ) Hion mia ‘ thie pe if 
complete control of sit me 
In operation, after connecting 
ol the sive half around the ! ihe 
connection hall, the operator adva 
knurled bra leeve to the te ! i | 
permit line air to flo lo the aipeope 
tool lurning the eeve to the rigt " 
both tl iplin md tl i} i 
r thot prevent 
Keturniur tT bra 
i xhiauets ai oi he 
‘ i il ; | ! i 
eT ! | 
plin i i 
| ! ! ~ Pal Pim 
; @ hayward ova sensitivity oO vouTMETER ¥ 
| , 
| 
( / // { 


Ohio Dual Sensitivity 
Voltmeter 


The Hayward Model 610 voltmeter f 





ssurement of structure-to i} poter 
tial in corrosion conti ind cathodic pr 
on work. It ha y resistance and 4 
naw 
tt Lol rrection ot lage dt pin tl 
t 1 and consist ntially of a it 
neter " ement having two different t 
Splice-Cap Insulator tivities. D-c vettage ranges of O0.2/1/2/10/' 
1/100) are provided ia wel ‘ i hor 
(onetruction of thi insulator cap ¢ position to short-cireuit the m ement when 
ale threading wrapping or twi arrvin the meter \ tube or batteru 
insulator during netallation and | ire required 
excellent electrical md mechanica In operation, the instrument ts connected 
tection to spliced joint lhese cay i to a source of power, proper polarity 
be inetalled on vert flexible wire he ected, and a reading obtained. The push 
or cold weather button on the panel is then depressed and 
Speed of installation i made {» » second reading obtained If the two read 
by nylon construction with internal meta ing are identical, the value read is the 
lic retainer ring which allows the ilate true open-circuit voltage accurate to within 
to be quickly snapped in place over an i | per cent of full seale. If the second read 
talled splice cap and prevents accidenta ing is less than the first, but not more than 
removal in service Translucent bod ot » per cent, the difference is added to the 
insulator permits inspection of comy first reading and the sum is the true open 
splice cireurt voltage accurate within 2 per cent 
These insulator are available tw For readings with a difference of mor 
ive which splice normal circuit wirir than 5 per cent, a special formula is uti 


from two No. 18 through three Ne lized for the correct calculation 


wv two No, 6's, They are approved { The instrument is portable, weighing 


building wire to 600 volts and in fixtur only 24% Ib. Its case is black plastic with a 
to 1ooo volt in Apple itio | lo 
Buchanan Electrical Pre 


Hillside, N. J 


handle {ssociated Re 


West 


plastic carrying 


search, Iné 1758 Belmont 


airnie 


Chicago 18 


poration 


22 RAILWAY LOCOMOTIVES AND CARS - 





Grease Gun 
Filler Pump 


medium a 


The unit, designed to handle 


well as light greases, attaches to any 25-\b 


or 5O-lb original refinery container by 
means of three thumb screws According 
to the manufacturer, the pump will fill a 


l-lb capacity grease gun in 30 sec while 


eliminating contamination, air pockets and 


disagreeable mess of hand-filling method 
It is of steel construction 
\ follower plate is said to assure posi 


live prime i il weather and complete] 


emptie lubricant container, A’ self-closi 
filler socket prevents pumping of lubricant 
inte filler nipple of gun is inserted i 


Ket Machined piston with solid cork 


piston ring insure naximum lubricant out 
put on every troke Lincoln Engineer 
Compar 02-14 Natural Bridge aver 


Quick-change 
Gaskets 


(,askets can be 
Vapor-Steam-Life 
than five minutes during @ station stop 

This i 


assembly has 


changed out in the new 
Flexible Conduit in les 
possible because the new gaske 
a pre-compressed spring en 
closed in @ non-corrosive stainless steel fer 
rule, which is easily slipped inside the gas 
ket and placed into the body of the conduit 
© that the two conduit bodies fit easily to 
under 


gether without being held together 


pressure while the two holding bolts are 
put in. All the car man needs is an open 
does 


end wrench to make this change, he 


not have to remove the heavy conduit and 
take it to the shop 

The gasket is made of a specially com 
pounded steam-heat resistant rubber molded 
unto the tough flat woven 


under pressure 


asbestos face. Spring pressure compensates 

for gasket wear to keep the coupling steam 

tight 
Another 


Vapor-Steam-L ife 


important improvement on the 


conduit is the addition 


f a stainless steel cap on the riding bear 


DECEMBER, 1955 












ing of the coupling which pivots on the new 100 cycle, single pha will 100 7 ent 









Oilite bearing insert. This makes the con luty cycle. Welding mt ral t 
duit flex easier with less strain on the gas 200 amp and open tv age 

kets thus giving longer gasket life. Vapor The welding are is al ! 
Heat ng Corporation 80 East Jac kson blod Irequency of the welding irrent 
Chicago Both models provi kw { ta 


suxiliary 





that furnishe 


nes 


The units as if 







l0-hp gasoline it a minu 4 
mstruction ! nd rapid heat 


lissipation We ht A hb. Weatherprool 


onstruction pet t t Ou ‘ ratio 































juring practica : her 
fir Reductu s ( D . al 
fir Reductio i i) f f 


Veu Y orl 





irate 
Mounting equi ent 1 1 


either a stationa yuntin 





i ell-propelled i ! i ron a 


ell-propelled tra 


\ power source in tt ul i 
yi) were ce ti ‘ 
Tid ! t I i i | 
It } i i powet! | i nit { 








etting current 


welding head cont x \ ! 





Germanium Rectifiers 








These germanium rectifiers are available 
everal models in variou impere d-c out 
put to meet most requirement According 


they 







turer 









reater efhiciency over other 
















nainten 


ompared 








ra 
Since the require lewer component thar 
1} it tl 
conventional rectiher and because { thei 
! hole t i 
high eftheiency, they are emaller ir in ind 
7 rit i i 
in be installed in a smaller floor area 
hout d 
Walker Divisior Vorma-Hofiman Bearing 
Corporat Stamlord. Conr Phe 


Welding Positioner 


lhe WPR-1 welding ositioner i peed in the 


itomatye 


; ‘fr i | i ‘ ' ‘ i i 
Welding Heads ee ee 






















ig rota e | © pa 
lhree new w fis j for shout its ax ! w ling hea 
hidden or sul f 1 are welding, include The unit is a rigid we nt supporting a 
new controls and acces rie und two nev llow center table {9 in ide diametet 
power source The heads. LAF-3. LAF4 ind 40 in. ow | umeter. It is equippe 
and LAF-.5 fler a chowe of a or de with feedback control and ha 1 capa 
current, field or shop weldis ind constant { 2.500 |b, a 360-deg rotation, and a 13 
potential or variable voltage power source eg table tilt 

The controls permit a ct p { instanta Maximum tabl peed i > rpm with a 
neous starting, either hot or iid for | iinimum speed of 0.1 rpm. Kotation is a 


Engine Driven lem stenting . mplished with a % hp de motor direct 
AC Are Welders The heads permit easy adaptation 1 geared to the table. Stopping action i 









fixtures. either a , nplet nit or a tained by electror if ature regenerat 
Mode! GEA200 and GEA200L are welder separate components, They can be univer braking. Positioner t ation tilt is driven b 
were designed for field production and sally positioned in any angle for round 1 0 volt three phase, 0 cycle motor witl 
maintenance welding applications They are about welding and an be itioned on icro-switches and a@ hanical toy 
suited for use where a-< or d-« a ele cam while welding pre vent over-riding 3 aky Bro In ” 
trodes of 1/16 to 3/16 in. diameter are Electrodes in sizes from 3/32 to $2 in West 67 street, Chicage 
required, Rated welding current is 200 amy ure handled by one set of drive rolls, ea Turn to page 94) 










DECEMBER, 





1955 * RAILWAY LOCOMOTIVES AND CARS 23 


PROOF... Dramatic contrast be- 
tween the cleaned and uncleaned por 

tion of the above piston shows how thor- 
oughly carbon is removed by Vapor Blast: 
Liquid Honing —- at ONE FIFTH of pre- 


sent costs. 


CLEAN DIESEL PISTONS AUTOMATICALLY — i 
AT SAVINGS UP TO 80% WITH VAPOR BLAST 


iquid Honing: PROCESS 


Labor reduced from 5 men to 1 .. . Cost per piston cut 
from $1.24 to 25¢ .. . That's the record reported by one 
vell-known railroad overhaul shop after switching from hand 
methods to automatic VAPOR BLAST LIQUID HONING 


for di sel locomotuve piston leaning! 


Poday, instead of 5 men with hand scrapers, emery cloth and 
vire brushes, the job is done by 1 man in a specially de 
igned semiautomatic Vapor Blast Liquid Honing machine. 
Pistons are cleaned more thoroughly, more uniformly, and 


precision tolerances in cing grooves are casily maintained 


Al only ay 


Piston-Cleaning Time-Saver 


Here's the VB (model D129-49) 
Semi-Automatic Liquid Honing ma 
chine that cuts piston cleaning cos 
to the bone! Three fixed abrasive 
guns move up and down automati 
cally over the face of the piston as 
it rotates, One gun cleans the inside, 
VAPOR BLAST and another gun is used for “high 
f . spotting’ and cleaning the piston 
| MFG co crown. Machine ts completely self 
VAPOR BLAST * . contained, requiring only air, water 
3053 WEST ATKINSON AVE power and exhaust connections. One 
MILWAUKEE, . WISCONSIN i MILWAUKEE 16, WIS man does the whole job 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





No capital investment required to 


Oe eS ee ee ee a 


ELIMINATE THE MAJOR 


—— | 


lf 





> Gianni diid 


904270 © 





I Ver Pac now put 
them and shipper hi 
attributable to wiust P 


tcl 


nds the remedy for wl 
Over one-half of all hot box ire du 
ac makes “waste-gral mpossible., Shipper 
get faster, more relial rv Costly breakdowns are virtually climinated 


More impressive still is the fact that U.S. Ever-Pac costs 3 to 14 times LESS 


than other devices. And because Ever-Pac is a superior replacement for waste pack 
ing—it can be classified as an expense item—and NOT capital investment 


* ‘os . . A product of United States Rubber Company, U 
U.S.” Research perfects it. “yi , se 


S. Ever-Pac requires no costly 
special oil seals 


“U.S.” Production builds it. e Interchanges with present equipment, without shop modification 
' : machining or additional labor costs. e Low-cost initial installation 
U.S. Industry depends on it. b 
—_— e Easy determination of oil level. e Low-cost upkeep 
e Trouble-free service. e No mechanical parts to get out of order. 
U.S. Ever-Pac has A.A.R. approval for application to a 
h move in general interchan rvi (Docket No. I 


to have an enginee! on th full details. Write or 
Rockefeller Center 


Mechanical Goods Division 


United States Rubber 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 


} 





COR-TEN Steel construction 


pays for itself many times over 


It costs about $187 more to build a 50-ton A.A.R. hopper car 
with body sheets of high strength, corrosion-resisting USS 
Cor-Ten Steel of the same thickness as would be used in 
copper steel 

But this money is well spent—the use of Cor-Ten Steel 
actually pays for itself many times over. First by saving the 
cost of one heavy repair and second by saving the time out 


of service such a repair involves. 





5 LS F 


92399 
CAP Y 110000 


ID LMT 125500 
LT WT 43500 
wee 








USS HIGH STRENGTH STEEL 


w 








ith USS COR-TEN Steel since. 19 


er W 


The Jie turns to USS COR-TEN Steel 


to minimize freight car repair costs 


and to assure longer service life 


|) HERE IS SOUND THINKING behind the use 
of USS Cor-TEN by the St. Louis, San 


avoiding the time out of service for the 
additional shopping required by the cop 
Francisco Railway Co per steel car, 
The steadily rising cost of freight car It is with these facts in mind that th 


repairs has in recent years focused atten- Frisco line has in the past five years used 


tion on the economic value of construction 
that, by more effectively resisting damage 
and deterioration, will help to reduce such 
expenditures. 

Asa result, more and more railroads are 
adopting a long range point of view in 
their car building and rebuilding pro 
grams and are today using Cor-TEen Steel 
construction which they know from ex- 
perience will keep cars longer out of the 
repair shop. 

Take hopper cars for example. During 
the normal (35 years) life of a car, body 
sheets of copper steel must be replaced 
two or three times. Under similar condi- 
tions and during the same service life, 
Cor-Ten Steel hopper cars will require 
only one replacement of body sheet 

Railroads have estimated that the sav 
ings in repair cost thus accomplished are 
5 to 6 times the extra first cost of Cor-TEN 
Steel over copper steel. What’s more 
other substantial savings result from 


USS Cor-Ten Steel construction in 800 
new freight cars: in 200 70-ton gondola 
built in 1950, and in 300 70-ton drop end 
gondolas and 300 55-ton hopper cars built 
in 1953 by Pullman Standard 

These hopper cars have been built with 
future costs firmly in mind. USS Cor-Ten 
Steel is used in all sheets that contact th 
lading. Their dimensions are significant 

in. thickness in hopper chutes and 

longitudinal hoods; |, in. side sheet 
in. in floor and cross ridge sheets 

When you consider that these sheet 
thicknesses are equal or heavier than AAR 
standards and remember that USS Cor 
TEN Steel has 50% higher yield point than 
structural carbon steel, has 60° higher 
endurance limit and 4 to 6 times the re 
sistance to atmospheric corrosion of plain 
carbon steel or 2 to 3 times that of « oppet 
steel, you will agree that longer life than 
usual and low repair costs can confident! 


be predicted for this Frisco equipment 


See “THE UNITED STATES STEEL HOUR’ Televised alternate weeks 


Consult your newspaper for time and station 


UNITED STATES STEEL CORPORATION, PITTS#URGH AMERICAN STEEL & WIRE SIVISION. CLEVELAND 
COLUMBIA GENEVA STEEL DIVISION, SAN FRANCISCO WATIOWAL TUBE DIVISION, PITTS@uRGH 
EE COAL & IRON DIVISION, FAIRFIELD, ALA UNITED STATES STEEL SUPPLY DIVISION, WAREHOUSE DISTRIGUTORS 


. ‘ fei taroet pureny ate Tone 


UNITED STATES STEEL 





CUT maintenance costs on tough welding jobs 


with the New UNIONMELT DSH welding head 


Trade-Mark 


( Se 


RAILROAD DEPARTMENT 


Linde Air Products Company 
A Division of Union Carbide and Carbon Corporation 


YY 
Le ee | 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 








this 


STOP NUT? 


Several things make this nut unusual. 

For instance, you can “stop” it at any position 
on the threaded length of the bolt .. . or 
wrench it tight against the work where it 
protects bolt threads against corrosion and 
prevents liquid leakage. No matter where you 
leave it on the bolt, it will remain tight in 
that exact position, even though you subject it 
to heavy vibration and shock loads. But 

use a wrench on it and it comes off as easily 
as it “ent on. The red locking collar is 
nondestructive—does not gall bolt threads 

or remove plating. You can remove it and 
re-use it again and again. 


What gives it its grip? 

















1 The locking collar is 
unthreaded and elastic 
It has an inside diameter 
smaller than the major 


diameter of standard bolts. 















2 The bolt impresses a 
mating thread into the 


collar and the resulting 





compressive forces exert 














a constant friction grip 
on the bolt 





















































3 and exert a downward 
thrust bringing the 

lower flanks of the 

bolt thread into firm 
metal to metal contact 





with the matching nut 
threads, eliminating 
normal axial play 




















~e- —— —— ~ 7? 


4 Nut is removable and 
4 reusable the Red 

















Elastic Collor retains 
its grip after repeated usage 









What’s special about 





DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 






















Will it hold under ALL conditions? 


The locking principle of the Elastic Stop® nut has been tested 
and proved by over 25 years of actual field service. Elastic Stop 


and pile driver They fasten 


hedge shears and harvesters, drilling rigs and w 


nuts are used on locomotives 


hing Tria hine 


, j | y 
truck ind roller skates. And no Elasti« Stop nut customer has 


ever stopped using them because of unsatisfactory performance 


What about sizes and materials? 


blastic Stop nuts are ay tilable from a watchmaker's 0-80 all the 
vay to 4”—in materials that include stainless steel, brass, alumi 


im and other alloys. Protect your product with “fastener in 
f r'ry Elastic Stop nuts on trouble spot vhether to 


protect expensive heavy equipment from costly d 


mwwhotime or to 
ruarantee the accuracy of delicate electrical « quipment by main 


ing precision adjustments Well suppl tree test ample ; 







ELASTIC STOP NUT 
CORPORATION OF AMERICA 


Dept N82-1223 330 Vauxha!l! Road, Union, N. J 


i 
ELASTIC STOP nut bulletin Here is ao drawing of our product 
' What self-lock 5 fastener would 
| you suggest’ 
| Name Tithe 
i 

Firm 

Street 


City 


























We es 


>, 


rake performanc 


Bring your parts requirements to 


the source that’s equipped for SERVICE 


Brake repair parts from two sources may look alike 
but they don’t necessarily perform alike. Each part 
you order from ASF gives you the finest possible 
service . because each reflects constant brake 
research and development 

As just one example, all ASF Pins are now induc 
tion-hardened. The equipment needed to do this job 
meant a big investment. But, it was entirely justified 
by a big increase in effective depth of hardness 
another way of saying longer service life. As another 
example, Brake Heads now have hardened faces ad 
ditional processing that improves service performance 

That's typical of the advantages—to you—of work 
ing with brake specialists. And when it comes to pro 
duction efficiency, ASF lines are specially set up for 
producing all types of brake components. All opera 
tions, from forging, casting and weiding through final 
machining, are handled by us: you order from one 
source with one responsibility for quality 


To serve you promptly we maintain a large inventory of 
active brake parts for your convenience. So, when you 
want brake service, call in your ASF Representative' 


& 9 - 


AMERICAN STEEL FOUNDRIES 
410 Nerth Michigan Ave., Chicage 11, Ii! 


eno dian Soles international Equipment Co., 1d, Montreal, Quebec 


c 








LOW cOST MODERNIZATION 


FOR CARS OF ALL CAPACITIES... 


(Cushion-Ride) 


PACKAGE UNIT 


Applicable to a// previously built, non-friction control 
truck Available with 2-1] or 3-1, 16” spring travel 


ENGINEERED and BUILT BY 


FOR COMPLETE INFORMATION. CALL OR WRITE 





Ask hor Bulletin NO 204 


RAILWAY LOCOMOTIVES AND CARS * 


DECEMBER, 1955 





UPGRADES ANY CAR 
INTERIOR TO MEET 

HIGH TARIFF LADING 
REQUIREMENTS 


« SMOOTH, TOUGH SURFACE—EASILY 
SWEPT OR WASHED OUT 


e ADHERENT—a mastic which bonds to sur- 
face. Not a strippable material 


. FLEXIBLE —tough, but not brittle. 4%” film 
will bend around 1” mandrel 


« SOLVENT RESISTANT — unaffected by 
mineral water or gasoline. Wood color 
of film not stain or discolor 


« NON-HAZARDOUS — an oil-in-water emul- 
sion. Presents no fire hazard in storage or 
application. 


« INSECT RESISTANT — made of synthetic 
resin and mineral) fillers—absolutely impervious 
to insects. 


Write today for free illustrated booklet 
giving full details on Armortex 


"Py lortell 


KANKAKEE, ILLINOIS 


Serving American Railroads Since 1895 


A PROTECTIVE 
COATING 


FOR BOX CAR 
INTERIORS 
THAT LASTS INDEFINITELY 


Here's really big news the whole railroad industry has 
been waiting for! Now, for the first time, it is possible to 
apply a quick, economical protective coating to box car 
floors and walls which insures the permanent, superior 
surface needed for shipment of high grade bulk commod- 
ities such as grits, flour, sugar and grain 


Armortex, an amazing new discovery of the J]. W. Mortell 
Railroad Division, completely eliminates the costly prepa- 
ration of cars for individual loadings. Internal car surfaces 
coated with Armortex no longer splinter or deteriorate 
under normal operating conditions . . . thus resulting in a 
reduction of claims due to leakage, infestations, package 
damage 


Still another big advantage of new Armortex is its ease of 
application. One man can cover a box car floor in less 
than 30 minutes readying the car for service the next 
day. By spraying, brushing or troweling, Armortex can be 
applied at any shop, rip-track or siding without returning 
the car to a central maintenance location 


Seno COoOuP? ON Fae A Te 


J]. W. Mortell Company 
550 N. Hobbie Ave 


Kankakee, Illinois 


Please send me FREE copy of Bulletin Q-55 
a simian aia 


Company 


Address 


— Position 


City ———— ™ : State — 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





‘Best Operating Insurance 


America's Finest! 
GOULD KATHANODE 
BATTERIES 
for Air Conditioning 
and Car Lighting 


J 
When you buy a Gould Research-Built Battery, 
you not only get the finest battery modern science can 
give you you get also the finest, nation-wide 


field engineering service in the industry 


Strategically located in all princip 


Gould Field Engineers are as near to you as your 


il cities, 


telephone ready to he Ip ou get greatest possible 
service from your batteries and keep your facilities 
in Operauvion Through educ iti nal work with 

your maintenance staff, advice on selection and 
anticipation of battery needs and actual emergency 
servicing of batteries, your Gould Field Engineer 


Always Use Gould-Notional Automobile and Truck Batteries 
1s pt riect operating insurance 


Call him in. You'll find it the best move you ever 
made. Don’t forget to ask him for the new Gould Plus- 


4 ia 
Performance Plan material for your maintenance staff. fm | fl | | | 


* GOULD-NATIONAL BATTERIES, INC. 
TRENTON 7,WN. J. 


“BETTER BATTERIES THROUGH RESEARCH” 





5 Geovld-National Batteries, inc 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





Cape side of canal with bridge span down. Seven of nine 
’ ° cables visible are Simplex-ANHYDREX. Light-colored 
U. S. Army’s 544-foot railroad squore beneath catwalk is 1100-ton concrete counterweight 


span over Cape Cod Canal that rides inside the framework of each tower. 
raised 130 feet with ANHYDREX 


The 2200-ton span, located near Buz 
zards Bay in Massachusetts, carries the 
only railroad track between Cape Cod 
and the mainland 

Army and Air Force installations on 
the Cape depend upon this track for sup 
plies. Therefore, both normal and emer 
gency electrical circuits on the bridge 
must be as near perfect as possible 

The railroad company that maintains 
the bridge specified Anhydrex-insulated 
cables with neoprene jackets. Army engi 
neers, who own and operate the bridge, 
approved this choice 

ANHYDREX Cables withstand effects 
of moisture, corrosion from salt air, sun ' 
light and swaying in high winds ‘ : 

Want the same service from power and Closeup of ANHYDREX Cables. Mainland on left. Span is 
control cables as the Army engineers? talked end lowered by two 150-honepower wlecivic 
Ask your nearest Simplex representative motors that turn 16-foot sheave wheels atop the bridge's 


about ANHYDREX Cables, or write to two fowers. 
the address below. 


“ANHYDREX 


SIMPLEX WIRE & CABLE CO., 79 Sidney St., Cambridge 39, Massachusetts 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 


























LL 
Piven 





| 





























om 
qQ— 








when you weigh 


mm the Chilled Car Wheel 


1 


against any other wheel 


in freight car service 


give weight to the factors that count most with you 


economy AMCCW chilled car wheels are low in first cost, 
high in exchange value, require little or no “foreign line” freight 
charges, permit smaller inventories. 


performance AMCCW chilled car wheels have a better 
over-all safety record than any other wheel in freight car service, 
according to ICC records. The outstanding performance of the new 
AMCCW wheel has improved the chilled wheel safety record every 
year since it was introduced in 1950. 


accessibility AMCCW chilled car wheels are made in 24 
plants coast to coast; they are quickly accessible to every railroad 


Low first cost + Short-haul delivery * Reduced inventory * Available locally 
low exchange cost * Increased ton mileage + High safety standards 
AMCCW plant inspection * Easier shop handling 


Association of Manutacturers of Chilled Car Wheels 


445 North Sacramento Boulevard, Chicage 12, Illinois 

member companies: 

Albany Car Wheel Co. + ACF Industries, Inc. * Marshall Car 
Wheel & Foundry Co. + Griffin Wheel Co. + Pullman-Standard 
Car Mfg. Co. * Southern Wheel (American Brake Shoe Co.) 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





BETTER-LOOKING TRUCKS AND UNDERFRAMES 


wih brond-vew PENNSALT CLEANER 50 


For the toughest, hardest-to-removs 
soils on trucks, underframes, wheels, 
oil tanks, here's the best answer yet 

from Pennsalt’'s Whitemarsh Research 


Laboratory 


PENNSALT CLEANER 50 is « heavy 
duty, balanced alkaline detergent that 
penetrates all the varied soils picked 
up throughout the country, loosens the 
most stubborn deposits for easy rins 


ing off 


IN EVERY TEST Pennsalt Cleaner 50 


has consistently produced a Aigher per 
centage ot clean trucks than any other 
material or Combination of materials 
tried It needs no bab ing it can be 
applied by manual spraying, by steam 
guns, by automatic washing equip 


ment, or with a plain bucket and brush 


TRY NEW PENNSALT CLEANER 50 
on locomotives trom different runs 
See how road dirt, oils, greases wilt 
under its penetrating attack. Call 
your Pennsalt service man for « dem 
onstration, or write Railroad Main 
tenance, Pennsylvania Salt Manufac 
turing Company. FAST: Three Penn 
Center Plaza, Philadelphia 2, Pa 
WEST Woolsey Building -168 
Shattuck Avenue, Berkeley 4,California 


Pennsalt 
Favorite of the men in the shops... Chemicals 


PENNSYLVANIA SALT MANUFACTURING COMPANY ©* Philadelphia, Pa 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





k 


“Give us more ‘Premium’ 
cars, more cushion 
underframe cars... 
you Il get more freight!z 


*PREMIUM’ CAR 


Shippers’ answers to the Railway Age car 
questionaire indicate a definite prefer- 
ence for cars equipped with Cushion 
Underframes to protect lading against 
longitudinal shocks, Improved trucks 
to reduce verticle shocks, Wider 
doors to facilitate mechanical loading, 
and, Load retainers to hold lading 





safely against shifting. All are features of 
the ‘PREMIUM CAR’ the coming freight car. 





SPEED IS IMPORTANT 


WITH PERISHABLES 
PLYPAKS reduce frequency 
of hot box delay 


Plypak proven reduction of 
incidence of hot boxes means 
fewer delays in shipment of 
perishables, Railway Age, in 1 
the Sept. 12 issue, reports eR i G a CAPA C ! T y 
thet 5000 Plypok equipped ; 
cars had 1/5 the per 
centage of hot boxes 
as compared with like 
cors in like service, 


which had no Plypoks 


CUSHIONING DEVICE 


WAUGH EQUIPMENT COMPANY, 420 Lexington Ave., 





IMPACT FORCES DISSIPATED THROUGH 
THE SILLS...NOT THE CARS 


A Friction gear car striking 
friction gear car 


B High-capacity cushion 
underframe car striking 
friction gear car 


C High-capacity cushion 
underframe car striking 
cushion underframe car 





—7 


7 
* 


ocr ® 


IN 1,000 LBS 


COUPLER FORCE 


Why shippers ask 


for Cushion Underframe cars: 


Current excessive lading damage, seemingly unavoidable with 
conventional cars, is reduced to a minimum in cars equipped with 
Cushion Underframes. In the graph (above right) note (B) reduc- 
tion in transference of impact forces to the car structure of Cushion 
Underframe car struck by friction gear car, as compared with 
(A), the curve for a friction gear car striking a friction gear car. 
Note also (C) the far greater force reduction in the Cushion Under 
frame car struck by a Cushion Underframe carl This shows how 
the Waugh High Capacity Cushion Underframe provides such 
extraordinary protection for lading and cars. f— 


In a series of cars equipped with Waugh High Capacity Cushion 
Underframes the protection is increased since forces are dis 
sipated successively through the sills... not through the cars 


For more premium traffic, specify ‘PREMIUM CARS’... cars 
equipped with the Waugh High Capacity Cushion Underframe. 


OF THE ‘PREMIUM’ CAR 


New York 17, N. Y. Chicago: St. Louis - Canadian Waugh Equipment Company, Montreal 





§ long brush life on the long hauls 


The Speer #6758 MULTIFLEX® Brush is serviced-designed 
for outstanding performance in high hp locomotives 
both freight and passenger 


Write for your free copy of 
the new Speer Brush Catalog. 


Its special, patented MULTIFLEX construction gives all the 
advantages of a double brush yet it operates in a single 
holder. Two independent sections minimize uneven wear 
and reduce vibration, assuring long service life and less 
wear on commutator 


Another Speer exclusive feature is the vibration-proof 
shunt connection, It’s strongly and permanently imbedded 
in this brush with Speer’s patented tamping compound. 


Like all Speer brushes, every detail of the #6758 was de- 
signed for its particular job. It was tested, evaluated and 
modified to serve heavy-duty motive units at top efficiency. 


That kind of practical design makes a Speer brush the 
right choice for every kind of locomotive. You name your 
equipment — and Speer will show you high-performance 
brushes made specifically for your type operation. St. Marys, Pa. 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





in NATIONAL ET trusts 
VALUE is a lot of things 


SOFTER RIDE 

Constant pressure of the friction 
wedges against the bolster develops 
friction resistance to control vertical 


and lateral shock 


LESS POUNDING OF ROADBED 
Because the National C-l truck 
smothers vertical and lateral shocks 
there is less pounding on the 


roadbed 


LESS MAINTENANCE 

Maintenance costs are reduced 
because National C-l trucks give 
a ride that prolongs the wear life 


of car, wheel ourna 


g bearing 
. and roadbed 
LONG WEARING PARTS 
Friction wedges, low stressed wedge 
Lading rides better on National C-1 trucks Z springs and hardened spring-steel 


“ye gt wear plates are designed to last 
because they have an efficient constant-friction the tife of the cas 
control mechanism that materially 


reduces vertical and lateral shocks. FULL-WIDTH BEARING 


The convex surface of the friction 


The superior riding qualities of the National C-1 wedge nas full-width bearing 

trucks have been proven in AAR comparative a against the side frame pocket — 
tests and further substantiated in service. for minimum weer 

For low maintenance and satisfied shippers 


. ‘ wr GOOD LID FIT 
equip with National C-1 trucks. 


Lid faces are jig-ground for smooth 
surface and for alignment of hinge 
lug and face }t nge jugs can be fur 
nished with steel bushing and hard 


ened steel wear plate for long life 


NATIONAL screen CASTINGS COMPANY 


Cleveland 6, Ohio 
COUPLERS © YOKES © ORAFT GEARS © FREIGHT TRUCKS © SNUBBER PACKAGES © JOURNAL BOXES ond LIDS 





First 
the 
steel 
is cast 


..- then forged again 


Let's go behind the 
some of the step 
Bethlehem 


wrought-steel 


wheels. Ic is these teps 
and collectively 
wrought-steel wheels are 
heavy duty service 

First of all, Bethlehem 


wheel 


made trom steel specifically melted to 


meet every standard of AAR specifica 
nons. Lhe steel is Cast into ingots 
begin the various stages of “working 


a tundamentcal that directly contrib 


utes to 


This 


strength and long lite 


working’ consist 


individually 
that <¢ xplain why 


superior for 


I hv 1 


. and rolled again 


faye lo begin with the cast steel 


Inpot 1s rolled into round blooms The 


blooms are then sliced, and the round 


blocks receive two forgings in high 


capacity presses; they have now become 
wheel blanks. After the second forging 
the blanks are placed in a mill and 
further worked as tread and web 


rolled Each ot 


teps helps to improve the properties 


rim 
ire thoroughly these 
of the finished wheel 

These are some of the reasons why 
Bethlehem wrought-steel wheels have 
scood the test of time. Railroads all over 


the country have adopted them for un 


... then forged 


limited application and interchange 


For many years Bethlehem has been 


making AAR-approved railway wheels 
for freight cars alone we have furnished 
more than 2,000,000. This total ts 
constantly growing, together with che 
lar pe numbe rs supplied for passenger 
and diesel service 

Could there be any better evidence of 


quality of conscientious workmanship 


BETHLEHEM STEEL COMPANY 
BETHLEHEM, PA 


On the Pacific Coast Bethlehem products are sold by 
Bethlehem Pacific Coast Stee! Corporation. Export 


Distributor: Bethlehem Steel Export Corporatior 


BETHLEHEM WROUGHT-STEEL WHEELS 


COMPANIONS 


FREIGHT . 


TO BETHLEHEM FORGED-STEEL AXLES 


PASSENGER . 


PIES Fé 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





MORE AIR POWER 
in less floor space 


That’s one of the many advantages 


offered by this space-saving compressor: 


Packaged design for minimum floor space, and specially bal 


anced for minimum foundation ideal for skid-mounting 


Easy to operate push button starting, grouped controls, auto 


matic force-feed lubrication, automatic condensate removal 


wguata 


automatic air-operated starting unloaders and capacity control 


Easy to install or relocate ready-to-run, ass 





embled shipment 
simplified air and water piping 


Easy to maintain simplified long-life construction full 


floating, cool-running, aluminum-alloy bearings that require 





no adjustment no need to open the sealed crankcase which 


stays clean inside...streamlined exterior also casy to keep clean 


Low operating costs. new high-efficiency, long-life |-R Type A 


Channel Valves result in compressor efficiency comparable to 





the largest units durable, high-efficiency tube-and-fin inte 


ooler saves water efficient direct-connected motor 


Built for reliable, continuous full-load service... sizes 125. 150 
100, 250, 300, 350 horsepower discharge pressures 80 to 125 


ie 
by 
e 
3 
£ 
2 
tt 


enenine 
a ena 


i two stage write for more information today 


A bronze company squeezed this XLE into a 
small, unused storage room. 











11} Broodway, New York 4. NY 





COMPRESSORS + AIR TOOLS * ROCK DRILLS 
TURBO BLOWERS + CONDENSERS + CENTRIFUGAL PUMPS 
DIESEL AND GAS ENGINES 


A salety-razor manutacturer found plenty of And here's a compact, space-sav 
space for this XLE installation in a screened of 


an XLE compressor, altercool 
off basement corner 


ceiver in a tool plant 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 








HALE WAY EQUIPMENT MANUFACTURING COMPANY 
GENERAL OFFICE 4527 Columbia Avenue, Hammond, indionca 


New York . Chicago . St Paul . Saa Francisco 
Standard ailway Equipment Manufacturing Co., (ganda) Ltd 
Sun Life Building, Montreal 


The Standard Diagonal Panel 
perating Device Standard 


« Standard. Whaeebdreing Machine 





rere Crrerarrnys 


Motive Power from the Atom 


On January 17, 1955. a nuclear powered submarine 
That pave 


new impetus to a lot of thinking about futur 


was commissioned by the United States Navy. 
motive 
power for land, sea and air which has since been sus 
tained by the successful operation of the submarin 
This type of motive power would seem to be part ularly 
suited to naval vessels, surface as well as submarine. It 
permits them unlimited cruising range without refueling 
and although their overall operating cost should prove 
to be that of oil-fired 


view of advantages 


vessels It 
offle read 


merchant 


somewhat higher than 


would be unimportant in 
It seems probable that atomic power for 


ships, parte ularly those of large size, may become e 

nomically advantageous. Much of the space required by a 
nuclear reactor is due to the necessary shi lding and for 
that reason, a reactor of great power need be little larger 
fuel tank 


since there are me 


than one of relatively small output In any case 
Also 


SeTISE the 


sp we bye comes available for cargo 


pases in the ordinary merchantmar 


might itself 


exhaust 
become a submarine and avoid the hazards 


and delays caused hy ocean surtace conditions 


Next in 


live 


line in nuclear motive power is the locom: 


Its limiting vertical dimension is about 15 feet and 
10 feet 


it into the size required for shielding 


its lateral must not exceed This just barely lets 
to protect personnel 
from harmful radiation. But, it apparently is adequats 
shielding 


he asking for something that is not necessary. Full radia 


and those who might insist on absolute would 


tion occurs only at full load, and since exposure is a 


of ro vdlsicl 
load 


product of radiation and time, exposure 


small at full 


the locomotive would be moving 


objects would be relatively because 


construction of an 


Legislation authorizing atom 
powered locomotive will be introduced by “Senator Butler 
Republican of Maryland, when the next session of Con 


Also, the Atom 


entered reement 


bone rev tom 
with the 
Baldwin-Lima-Hamilton Corporation and the Denver & 
Western to conduct studies on the en 


ress convenes in January 
mission has already into an a 
Rio Grande ineer 


ing technical and economic aspects of an atomic loco 


and to make recommendation on the rol industry 


It would 


notive 
ippear that one 
that a lot of 


ight play in tts development 


day we may have such a locomotive, but 


vater will run under railroad bridges before such a unit 


will go over them 
Lara 


because of the 


iircralt for military purpose eem a certainty 
have to oller 
appears that 
shield one for the 
operators spaced is lar apart 
Landing fields must then be isolated, and 


ina costly Thi mibtrie 


iircralt 


advantages in range the 


Because of weight limitations, it protection 


to personnel must consist of two 
reactor and one for the 

practicable 
very large 


servicing equipment 


reasons will eliminate commercial 
The need lor shielding also preclude . the possibilit 


trucks of 


re quired abvie ldin 


hway mutome 


inv foreseeable type of hi 


hiles. Tentative designs, including the 
ike the 
The bine 


ie ritatie 


ippear ridiculous 


ynotive remains a possibilit but althoug! 


progress has been accelerated enormously 


recent years it will still take i lot of time to develop 


eem 


radical an idea into a practh al reality. It 


1965 licenses 


Hniprel 


ible that motorists carrying will encounter 


inv hazards of collision with atomic locomotive 


race Crossings 


Effective Production Management Needed 


Official 
ment (and stores} employees on Class | railroads last 


$4.12; The work 


done ranges all the way from oiling journal boxes and 


records show 275.150 maintenance 


of equip 
year and their average annual ware 
helping repair cars to the most skilled effort in ever 


craft, 


accounting 


wood and metal-working electricity, electronics 


material control, procedure and busine 
machines. Can anyone question the necessity of using the 
best production management available in all phases of an 
operation of this magnitude where the labor cost alone 
exceeds $1 billion a year? 

Progressive mechanical and stores de partment ofheer 
have long been aware of the production problem « 
install mod 


Tria hine ry. methods and various device * to assure max 


fronting them and constantly sought to 


mum employee cooperation in the results desired. One 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 


tiie thods pl i! 


Productior 


the most etlective 


of the 


carried out In some 


latter is the jol 
instances by svstemwice 
Vanagement Committees on individual railroads 


By this plan, a P.M.C 
et up with 


executive co mittee 1 enerati 


members representi 4 term management 


consultant 
held 


all major shop and terminal points, the ol 


shop supervision materials and evaluation 


| 


Local committees ranized and 


i month at 


once 


meetings are of 


pective beimg to develop sugvestions which will promote 


safety improve working conditior . increase eth bere 


ind maintain closer relations between 


iintenance forces 
invited 1 


mber ha ‘ 


of positi 


chairmen from different craft re 


ittend these 


Local 


meetings and ill ittee ‘ 


under the chairman, regardless 


railroad \ fixed, fast-1 


equal standing 


held on the ordet 


supervision id 


| 








g 

4 

Z 
\AY 





HANDLING 
SPEED GOES 


Plants the country over standardize on Roebling 
All-Purpose Slings. These slings are all steel, 
resist kinking, crushing. They’re delivered 
ready for work...their tapered sleeve 
splices are as strong as the rope 
itself. Write for descriptive 
folder and order All-Purpose 
Slings for new speed 















and economy. 


HANDLING 
COSTS 








orem d 


_BSLEInic 


Subsidiary of The Colorado Fuel and Iron Corporation 
JOHN A. ROTBLING'S SONS CORPORATION, TRENTON 2. WH. J. enancnes 


ATLANTA, 934 AVON AVE 
ROOSEVELT BO. + GINDINNAT!, B2GS FRE 


* SO8TON, St BLECraer aT 


* GHIcaeo, 66258 w 
CLEVELAND, 198226 LAKEWOOO HEIGHTS B.vo 


* DENVER, 4601 JACHKEBON BT. + CETROIT, FIs 
riener ei.oe * HMOUBTON, 6816 NAVIGATION @1 


* £08 ANGELES, 6340 £. HARBOR BT. + HEW YORE, 19 RECTOR BY. + GOESBA, TEXAS, 
‘enue £. BHO BT PHILADELPHIA s30 VY 


ine @F * BGAN FRANCISCO, 1740 t7TH BT * SEATTLE, 900 87 AVE. © * TULSA, BBt w. (| 
CHEYENNE GT. © EXPORT GAL 08 OFFICE, 1% RECTOR @Y., NEW YORK 6. ™. ¥ 


46 RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 

















business is followed, such as: discussion of safety sug 
gestions, 30 min.; conservation of materials, 15 min. 
production management suggestions, 60 min.: inspection 
tour of the terminal, 60 min.: reconvening to discuss 
conditions and operations observed on the tour. At least 
three hours or more are required for the program. 
Suggestions for improvement are solicited, discussed 
thoroughly, a few at a time, and acted on promptly inso 
far as practicable. In general, improvements involving 


no capital expenditure are put in effect first. Favorabl 





During a recent discussion there emerged a rathet 
provocative thought on whether many of the problems 
which disappear are actually solved—or whether we 
merely learn to live with them. 

The question arose during a discussion on the mainte 
nance problems that invariably accompany new equip 
ment. During the first year or so of operation of a new 
group of diesels or a new series of cars, failure reports 
on certain items quite often appear at frequent intervals 
After approximately a year has gone by. nobody SCCTIiS 
to have any further trouble with these items. Their dis 
appearance is generally assumed to mean that the basic 
faults have been remedied. Is this reasonable? 

Not necessarily. Or at least not in all cases Perhaps 


some of the problems are met by excessive maintenance 


NEW BOOKS 


GRAPHICS IN ENGINEERING AND SCIENCE, By 
Alexander 5. Levens. The principle of this book by Alex 
under 5S. Levens is to promote the use of graphics is a 
language. Employed concurrently with the English lan 
guage and the language of symbols, as the author points 
out, graphics becomes a working tool rather than an end 
in itself, 

The new book stresses fundamentals and their appl 
cations to the problems that arise in technology. Part | of 
Levens’ work, dealing with orthogonal projection, applies 
basic concepts to a variety of problems and emphasizes 
the analysis necessary for their solution. In Part Il 
“Technical Drawing Practices.” the author deals with 
recognized standards, the importance of technique, and 
the development of facile freehand drawing as a means 
towards intelligible expression. Part II] is concerned with 
graphical solutions and computations 

The book demonstrates the effective application of 
graphic elements to design, research, and development 
and invites further coordination with such topics as 
mathematics, mechanics, and strength of materials. The 
author presumes a reasonable proficiency in the use of 


instruments, lettering, and simple geometric construe 








DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





Problems Can Disappear Without Being Solved 





results then give the committees’ recommendations added 
weight 

On one railroad which instituted this plan about fou 
vears ago, a total of 310 proposed changes in mec hanical 
department practice have been analyzed and discussed 
from every angle with the following results: 192 sug 
gestions adopted; 99 rejected; 4 withdrawn; and 15 
pending. Will anyone consider it chance that this railroad 
is making an espec ially favorable record in reduced 


locomotive and car repair cost? 


or replacement, or by making inspections unduly often 
We may be learning to live with many problems instead 
of solving them 

The distinction can be clarified further by an overly 
simplified example. Suppose 75 per cent of all light bulbs 
installed on some passenger car burn out within ten days 
Replace ing the bulbs every week would be learning to live 
with the problem Finding a defect in the manufacture 
or adjusting the voltage if that was excessive, would lb 
solutions 

lt would seem worthwhile for all of us to prod out 
thinking every now and then to bring into the open those 
problems which unfortunately are not so obvious as the 
example to determine how many CASCS there are 


where we are living with a problen instead of solv 


ing it 





tions, but provides thorough references to this back 
round material in six appendixes 

Accompanying “Graphics in Engineering and Science 
ire two workbooks, the first coinciding with Part I of the 
text, and the second relating to Parts I] and ILL The 
workbooks, of equal length, contain 74 double leaves 
ind are priced at $4.00 each 

lohn Wiley & Sons, Incorporated 10 Fourth avenue 
Vew York 16. Price $7.00 


DIESEL ENGINEERING HANDBOOK, Ninth Edition 
kdited by \ BR Newell The new Nintl Ldition comprises 


omprehensive and up-to-date source of the latest wu 
rmation in diesel enaine design. maintenance ma opel 
ition. It is written as a basic reference uide. for the 
iw nner or expert in all industries ust ervicenu 0 
lanulacturin diesel engines and accessories Special 
emphasis has been placed on fuel and lube oil etheiens 
ind economy. Over 900 separate diesel topics are re 
iewed. The 30 chapters analyze such diesel subjects as 


fuel injection systems. cooling systems. fuel oil pistons 


ind rings, crankshafts and bearings. valves. valve gear 


! and evlinder heads. super har rinig lubrw ation lube 


il *Vatemes and enpine Spee ihe ations 
Diesel Publications’ Book Division 1G? Le ington 
Priv e $8 yw) in U.S 


avenue Venu York 16 





47 





* 


Ta Mred led] 1) Game oh’, ooh sd) a aat- li lets 


make quick work of 


your heavy duty 


% 


You'll see costs tumble down when you assign your 
heavy duty milling operations to new CINCINNATI 
HyPowermatics. They have the capacity to remove 


Convenient, compact grouping of Soave the smooth surface made 


metal quickly; they have new control features that 


operating controls reduces fatigue by face milling cutters, with Au help the operator turn out more work with no in- 


HyPowermatic design will make a tomatic Quill Retraction (optional 
big hit with your operators equipment at extra cost). 


1) 
2) 
3) 
4) 


5) 
6) 
7) 


Chip catcher bed design 
keeps the floor clean 
Chips and cutting fluid stoy 
where they belong, within 


the bed, ay 


Hardened and ground table ways and 
square gib construction add their share 
to HyPowermatic's high cutting capacity. 


crease in effort. Reasons why are numerous: 


Infinitely variable table feed rates, 4/4" 
to 150” per minute 

Hydramech table drive...assures uni- 
formly smooth feeding motion 

Built-in backlash eliminator... for down- 
milling and up-milling jobs 

Automatic spindle stop... reduces occu- 
pational hazard 

Automatic two-way table cycles 

J.LC. hydraulic and electrical standards 
Unit type construction, two styles and 42 
sizes of each of plain and duplex styles 


...an extra wide selection to fit your re- 
quirements 


Eleven additional highlights of design and com- 


INATI J 
plete specifications for all HyPowermatics will be 
found in new catalog No. M-1871. Ask for a copy 
today...compare...and you'll see why Cincin- 
NAT! HyPowermatics can make quick work of your 


MILLING MACHINES + CUTTER SHARPENING MACHINES + BROACHING 


heavy duty milling operations. 


MACHINES + METAL FORMING MACHINES + FLAME HARDENING MACHINES THE CINCINNATI MILLING MACHINE CO. 


OPTICAL PROJECTION PROFILE GRINDERS + CUTTING FLUID 


CINCINNATI 9, OHIO 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





ame MOCOMOTIVES 
a Y 
a ¢ ARS 


™ ieee) ae 


~ 


Ot 
“ s adiend 


mye Sp tthe cil ie a ’ 
y aoe my, they 


The wheel-storage platform (above) at the north end of the shop where 4.000 loose wheels may be stored 
Another space takes care of 2,500 mounted pairs. Below is conveyor shed and chip disposal unit 


Pocatello Wheel Shop Mechanized 
To the N" Degree 


Vew U P facility in Idaho is featured by modern equipment, automatic opera 


tion to minimize manual labor and ingentous shop-made devices to save cost 


E. L. Woodward operations in the main shop. Power reverse gear cylinders 
Paciric Coast Eprror operate the drop gates which divert wheels from an over 
head chute into two scrap wheel cars. An elevating device 

Three things stand out in any inspection of the new which raises axles to the four-tier axle rack was pre 
Union Pacific car wheel shop at Pocatello, Idaho: namel duced by using the mechanism from a dismantled fork 
its full complement of the latest modern machine lift truck 
practical elimination of manual labor in handling wheels The chip disposal system utilizes a 140-ft. conveyor belt 
and axles, and the extensive use of discarded locomotive ind drive reclaimed from a stea ocomotive coal 
and car materials whenever they will serve the desired station recently torn down. A firebox doors operat 
purpose without buying new ve set in one rail at the outgoing wheel track oper 

For example, air-brake cylinders are widely used for the half door which closes automatica! ifter wheels re 


turning wheels at rail intersections and many liftis by gravity out of the shop. This operation, highly « 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





The Rodgers press for demounting wheels is shown here with the 
slide for disassembly and elevators 


sential in winter is, of ‘ ’ ssary in warm 
weather when the half doo 
As revards 


turning lathe, car wheel borers, axle lathes and gap lathe 


machine equipmer e profile wheel- 


are the latest design, high-speed, high-production ma 
mad checked weekly 


for accuracy and fine adjustment heavy-duty service 


chines, utilizing carbide cutting t 


A book could be written about the mechanized opera 
tion, automatic devices and push-button controls so 
extensively used in this modern wheel hop Not a loose 
wheel or axle is rolled by hand anywhere, in or out of 
the shop except the slight push required to get these parts 
from conveyor to machine or the reverse and even this is 
often done mechanically. Wheel up-ending tables, gravity 
feed conveyors. braking devices and axle racks which tip 
one way for loading and the other for unloading are 
commonplace 

A rough count how lo | ‘ irs Valves | 
solenoid valves, 37 limit switels ind 42) push-button 
controls used in this shop 
if 


lew, any production shop ever 


0 well equipped 


that no changes o1 improvements can be m ide and this is 
true of the Pocatello wheel sho; \ i matter of fact, 
the conveyor belt chip-disposal le ilready mentioned 
is being re placed with Hack vibration Ly pe equipment 
which promises to be more reliable in operation and save 
even the small amount of labor required with the present 
svastem. A Paxton-Mitchel wheel washer is also scheduled 
for installation and thus avoid the necessity of sand or 
shot-blasting wheels outside the shop, prior te Maganaflux 


Inspec tion 
Output—200 Pairs a Day 


The purpose of the | nion Pas te j il vestigating about 


$750,000 in the Pocatello whee hop was to centralize 


wheel work for the di trict } ethewe I modern shop, 


The wheel elevators are shown here with the gravity chute for 
delivering wheels to outside scrap cars 


build up the capacity at this point and produce upwards 
of 200 pairs of 33-in. car wheels a day, including cast 
iron, cast steel and wrought steel wheels. This production 
is accomplished with a force of 24 men, including four 
apprentices on the 8-hr. day shift and 18 men on one 8-h1 
night shift. The labor charge for applying new wheels to 
second-hand axles is expected to be cut from $4.90 to 
$3.26 a pair in the new shop. 

The new Pocatello wheel shop, extending in a general 
north-south direction, utilizes an old mill building, 80 ft 
by 150 ft which was cleared of all wood-working ma 
chinery, the inside walls and roof structure cleaned and 
painted white. Fifty-seven 400-watt mercury vapor lights 
were installed to give adequate illumination on dark days 
as well as for night shift workers. For the same reason, 
sixteen 1,500-watt flood lights are provided to illuminate 


wheel storage space and all outside facilities. 


Shop Equipment 


Machine tool and other equipment installed in the shop 
in ludes two Manning. Maxwell and Moore 2-ton floor- 


operated cranes; three Pawling & Harnischfeger 2-ton jib 
cranes; two Betts car wheel borers; three end-drive axle 
lathes, one end-drive gap lathe and one profile-turning 
wheel lathe, supplied by Sellers; one Niles axle-centering 
lathe; one 36-in. engine lathe; one Rodgers 600-ton 
wheel dismounting press; one Watson-Stillman 600-ton 
mounting press; one Magnaglo axle inspection unit; and 
one Magnaflux unit for mounted steel wheel inspection. 
Production with the car wheel boring machines aver 
ages 45 to 55 one-wear wrought-steel wheels per machine 
per &-hr. shift or 70 cast-iron wheels in the same time. 
The axle lathes are used to machine 18 to 22 second-hand 
axles or 14 new ones in 8 hrs. Production with the new 
wheel lathe is 14-17 pairs of wheels turned in an 8-hr 


shift compared to a 7-pair output using conventional 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





Wheel and axle assembly equipment with axle dolly at right ready 
with the next axle 


wheel lathe and tooling. These wheels vary from 33-i 
car wheels to 40-in. diesel wheels. The gap lathe refinishes 
journals on 18 to 24 pairs of wheels per shift. The dis 
mounting press operated by two men can press off 120 
pairs ol wheels per shift and the mounting press mounts 
whatever wheels are bored 

Wheel storage space at the north end of the shop ex 
tends 180 ft. to a depressed pit where wheel cars are rut 
in and loaded or unloaded. This platform is made of 
concrete poured on steel grating for permanence under 
heavy lift-truck operation. The platform has a capacity 
to store 4,000 loose wheels. Similarly, large storage space 
for 2,500 pairs of mounted wheels is provided on stul 
tracks just west of the shop 


Work Flow 


All mounted steel wheels which require turning come 
in through the south end of the shop and, if journal turn 
ing only is required, the wheels are either revolved at the 
first turntable to a short track for storage or go directly 
to the second turntable for processing through the 


gap 
lathe. 


In case both wheel and journal turning are required 
the wheels are rolled to the second turntable from which 
they move to the profile wheel lathe, then back to the gap 
lathe for journal turning and into position for Magnaflux 
inspection. 


A unique feature of this position is that the wheels rest 
on two pairs of small air-operated rollers set in the track 
and foot-treadle controlled by the Magnaflux operator: 
The wheels are thus automatically revolved during magna 
flux inspection and when this is completed the operator 
simply steps on another lever in the floor, causing a 
small air-cylinder operated bracket to swing up, contact 
the journal and give a push which starts the wheels 
rolling out of the shop 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 


Rollers in track facilitate Magnaflux inspection. Floor bracket is con 
tact to start wheels rolling out of shop 


Most of the wheel work at this shop; in fact, about 
per cent, consists of the application of new wheels to 
second-hand axles Mounted bad-order car wheels are 
rolled into the shop to the Rodgers dismounting press 
where they are automatically lowered into the press 
wheels pressed off to the journals, elevated to the shop 
floor and rolled to the disassembly slide which moves the 
wheels sideways off the axle. This le ives the i free to roll 
quickly into the wheel elevators which raise them to the 
overhead wheel chutes. 

These two chutes converge into one and an ingenious 
trip-operated stop holds the left wheel back until the 
right wheel gets into the single chute and rolls out of the 
shop into one of the two s« rap wheel cars 

Coming back to the axle which is supported on the 
fork lift, previously mentioned, simple pushing of a 
button causes this axle to move upward and roll into the 
top of a four-tier, continuous, 40-axle capacity rack which 
sutomatically delivers its product on the bottom tier to 
the axle-centering machine. The operator of this machine 
quickly trues the centers and an automatic unloading 
device plac es the axle on a 1-whe el dolly on a conveyor! 
ind moves it under push-button control to any of the 
three loading racks leading to the axle lathes 

After machining, axles are dropped smoothly to one of 
the three underneath racks and roll to the unloading 
conveyor. The Magnaglo test operator has control of 
the dolly on this conveyor and can send it at will to any 
me of the three axle lathe unloading racks where it 
iutomatically picks up the axle first out and brings it to 
i position opposite the Magnaglo machine which also is 


mechanically loaded and unloaded. On completion of a 


quick but careful Magnaglo inspection the operator 


ives the axle on the third dolly and axle conveyor to 
one of four finished-axle-storage rack 


The large axle dolly which operates on 





Outside the shop immediately adjacent to the demounting press. The serviceable demounted wheels are shown at the 
left as they have come out through the shop wall opening. At right is a completely mounted pair of steel wheels 


track in the floor and brin 


tion under push-button control b sheel mounting 


assembly poss 
press operator, cuts through all four hed axle-storage 
racks. This necessitates bridging the ips which is done 
with short bar rails mechanically raised and lowered as 
required, Storage rack extensior ire built with pivoted 
top rails which incline slightly towards the shop wall to 
permit gravity loading. Gravity unloading back to the 
axle dolly, as needed, is also made feasible by powerful 
which elevate the outer ends of 


; 
air-cperated eccentrics 


the alternate racks about four inche 
Wheel Movement 


New car wheels are taken four at a time by a fork-lift 
truck from the loose wheel slorage platiorm to the outer 
end of a 130-ft steam-heated, wheel-conveyor shed which 
is kept al shop temperature the year around An air 
operated upending devices place the wheels one at a 
time, horizontally on a ball-bearing roller conveyor which 
moves them by gravity into the shop to either one of two 
eat wheel borin machines. bach machine operator mit 
ecrometer calipers his own axles and bores wheels with 
the proper allowance for a press fit, marking individual 
wheels to make sure they are applied to the axle ends 
for which they are fitted 

Finish-bored wheels also move by gravity down two 
roller conveyors io the assembly position where they are 
upended on two roller tables and rolled into a wheel 


assembly slide which moves them sidewavs over the pro 


tected journal ends of an axle alread brought to pos! 
tion by a dolly, The press, manned by two men, is of 
the roll-through Ly pn and arranged for just as littl 


expenditure of time and manual labor as possible in 


pressing on wheels \ record ol mounting pressures is 


kept and held well within AAR limit 


After being pressed on and inspected the wheel and 
ixle assembly, with journals coated with a rust pre 
ventative roll by gravity out of the shop through an auto 
mathe opening half door. as mentioned, to the delivery 
track. Any axles which are worn to the limit or otherwise 
defective are loaded on one of the racks and roll by 
rravity out of the shop 

In case either wheel of a pair just ree eived = in 
the shop and dismounted in the press proves to have 
additional good service life, it is placed on a wheel chute 
and rolls by gravity out of the shop for storage until 
subsequent use 

The chip disposal conveyor extends from the wheel 
lathe past the three axle lathes, two boring mills and out 
the shop The weakness of this system is inability 
of the conveyor belt to stand up under hot chips. With 
the new agitator system, supplied by the Hack Engineer 
ing Company, Denver, Colo., chips will be delivered into 
an open outside pit and loaded by magnet crane directly 
into a serap car 

The three axle conveyors and dollies were supplied by 
the Mathews Conveyor Company, San Carlos, Calif.; the 
solenoid valves by the Square-D) Company, Milwaukee, 
Wis.; wheel upenders and four-way air valves by the 
Hanna Engineering Works, Chicago. The upender equip 
ment for tipping wheels from a horizontal to a vertical 
position includes two cylinders, one of which operates 
a wheel stop and the other does the actual tipping. In 
addition, a third cylinder operates a brake to retard the 
wheel delivery speed 

\ catwalk, constructed of steel with 24-in. wide grid 
walkway and safety hand rails, extends down the 
center of the shop about 8 ft above floor level for the 
benefit of visitors and interested civic groups who can thus 
go through the shop and watch operations in safety and 
without interfering with the work 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





Chicago Mechanical Meetings 
Considered Many Topics 


On this and the following pages are se veral technica include them here in greater detail. Lack of space pre 


reports that were presented during the annual meetings vented their use in our November issue Among them 


of the Coordinated Mechanical Associations at Chicag: ire a Fuel Association report on winter operation 


in September. While some of these reports were publishe d diesel-electric locomotives, CDOA re ports on loadin 


in summary form in the Wechanical Dailies during the rules and car painting, and LMOA reports on runnin 


meetings, it is felt that they are of sufheient interest to ear maintenance and problems of supervision 


Railway Fuel and Traveling Engineers Assn. 


Cold-Weather Diesel Locomotive Operating Problems 


KE. E. Erickson 
Road koreman of Die 


(CANADIAN NATIONAI 


The first our presen dlies¢ we whi servi 
operated in the winter of 1949 and 1950 he units opera 
General Moto placed a three unit pa 


spits: wie the Aasetingn tne Starting Cold Engines 


pany, 4a two unil passenger loc Wher i 


on the Montreal to Winnipeg 


inits were operated in both 
ind freight service On these 


individual builders ha 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





The application of power to the traction 
motots and the output of power from the 
main generator haa a heating effect which 
has @ tendency to thaw and evaporate the 
moisture contained on the metal in the 
form of frost. The movement of air caused 
by the rotating parte and by the traction 
motor blowers has a drying effect. The 
unit should be kept moving for approxi 
mately three hours or more,—during the 
latter part of which the independent brake 
should be applied lightly so as to increas 
thie drying effect with the application of 
more power 

If the unit were to be placed in a warm 
shop long enough to permit the frost to 
appear in moisture form on the generators 
and traction motors, you would not be able 
to move the unit until the frost had all 
worked out and the parte had been blown 
out with clean dry air. This would take 
anywhere from twenty-four to thirty-six 
hours. If not removed, the moisture would 
cause a flash-over on either the generator 


or motors 


Frozen Fuel Lines 


In the first winter's operation, the suc 
tion filters on most of the units were 
being removed by crew members because 
of wax formation and icing up caused by 
the pour point of the fuel oil, and by 
condensation from the fuel tank freezing 
at this point. At one stage we had trouble 
when the fuel line between the fur imp 
and the fuel 


off the fuel supply to the engine 


upply pump froze up cutting 
A water 
heater installed in the fuel line ahead of 
the suction filter was the remedy Thi 
fuel-oil 


coils surrounded with the hot water taken 


heater is a jacket type with the 


from the engine cooling supply. Other 
railways have fuel tank 


meulated with 2-in. gla 


Maintaining Water Temperatures 


To maintain the roper engine 
I | 

operating temperature, in most case 

only logical to make the 


trols take over and to try to keep the cool 


iutomati con 


ing water from getting too cool. On yard 
switching units, water temperatures can 
be kept up by partially blanketing off the 
shutters and placing a canva heet over 
the cooling fan exhaust opening on top of 
the hood, and tying it down along both 
sides. When the water temperature reaches 
a point to cut in the cooling fan, the sheet 
on top of the hood inflates and rise 
allowing the warm air to escape. When the 
fan cuts out, the sheet covers the opening 
and help hold the heat in 

On some units standby heaters are em 
ployed lo keep the engine temperature uy 
One type of standby oil-fired 
ontrolled, It cuts 
when the water temperature drops to 
deg F and shuts off at 150 deg F. The 


gine cooling water is circulated by a pump 


heater j 
and automatically 


and the unit may be shut down when the 

heater is connected to an outside source 

of power 
Another type is electrical. There are 


four 250-watt immersion heaters on eacl 


unit connected to a tank through which 
engine cooling 


water circulate These 


heaters draw their electri power from 
the main generator and the diesel engin 


is never shut off 


Without some sort of assimance, these 
small engines in 40 or W deg below zero 
weather will not stay warm while idling 
The road freight and passenger units give 
very little trouble in this respect 

Summer-winter switch is also included 
in the engine temperature control cir 
cuit on most units. When in the winter 
position the opening up of the shutters is 
forestalled and the cooling fans cut in 
firet 


Snow in the Air Supply 

fecause engine blowers and traction 
motor cooling fans draw the air from the 
engine room, it was found that this caused 
snow to drift into the engine room through 
body filters and cover the engine room 
generators, and entering electrical cabinets 
There were a few failures attributed to 
this condition causing ground. To overcome 
this the body filters were blocked off, 
with the exception of a few at the rear 
of the units. Warm air was admitted into 
the engine room through a winterization 
duct built around the No 


On some unite the air is taken in through 


4 cooling fan 


the radiators and enters the engine room 
through a hatch grille 
Weather 


room doors must be in good condition and 


stripping around the engine 
the doors themselves must be a good fit 
around all 
cable and other openings in the floor of 


Caulking compound placed 


the electrical cabinets is a must to keep 


it the snow 


The cabs of most diesel units are heated 


with hot water from the engine cooling 


water. Some have heater ol a recirecu 
lating type piped off the cooling system 

Others 
\ 


have air ducts leading from a portion of 


vith no connection to outside alr 


the engine cooling radiator that has been 
blocked off and the air is drawn through 
the radiator and duct into the cab by two 
fans operated with separate controls. The 
recirculating type of heaters at times have 
been found to be inadequate. The air 
requirements of the engine and traction 
motor blowers cause a slight vacuum in the 
engine toom which in turn robs air from 


the .ab at higher engine speeds and makes 


the cabs cold and drafty. The application 
of the winterization duct to the engine 
room on some units helps to eliminate this 
condition. Our yard engines have been 
equipped with a storm sash built to take 
in the side wind-shields, similar to a bay 
window. This eliminates the opening of 
the engineer's window and stops the draft 
Weather stripping around cab doors and 
windows must be tight 


Steam Heat 


Steam generators on passenger units give 
very little trouble. The air intake duct to 
the blower on the roof, tends to frost up, 
cutting off the air supply to the burner 
When this occurs, a covered vent in the 
air inlet pipe, when opened, allows air to 
be drawn inte the burner from the engine 
room. The water supply pipes which run 
almost the length of the unit are pro 
tected from freezing with steam tracer 
piping choked to prevent over-heating of 
the water. On other units an electric cable, 
wrapped around the piping is being used 


The Compressed Air System 


Radiation piping between the air com 
pressor and the No. 1 reservoir mounted 
on the roof of one class of diesel power 
was found to be freezing, causing the com 
pressor relief valve to open. This appar 
ently was due to insufficient drop to 
allow proper drainage in the pipes. Draw 
ings are being corrected to rectify this 
condition 

In extreme cold weather, long freight 
trains have to be reduced as the required 
brake-pipe pressure cannot be maintained 
at the rear because of the frozen hose 
couplings allowing slight leakage. The con 
trol air is taken off the main reservoir 
and magnet valves of the shunt contactors 
freeze, preventing transition from taking 
place and resulting in loss of power at 
higher speeds. This was caused by the 
contro] air reservoir not being blown out 

On units that are being shipped dead 
give the batteries a little consideration 
The temperature at which they freeze de 
pends upon the hydrometer readings. A 
fully charged battery is good for 
while a half charged 
16 deg. 


62 deg, 
battery starts to 


freeze at about 


Still Too Many Deaths and Injuries 


J. H. Williams 


Superintendent of Safety 
Texas & Pacirve 


“Many people say that the subject of 
safety is dry, but let's not forget that every 
accident always leaves a pool of wet blood,” 
said Mr. Williams introducing his address 
on safety, “While it is true at this time 
entirely too many accidents are occurring 
on American railroads that result in death 
and injury to employees and untold hard 
ship and suffering to their families, the 
picture is much brighter than it was a few 


On the T&P in 1947, he said, there were 
602 reportable injuries; in 1954 there were 
Here are some of the 
things which were done to bring about 


this result 


only 144 injuries 


1. A study of the type of men who were 
being hired. Hiring must be done by a 
responsible officer or supervisor. He must 
be sure the applicant is physically, men 
tally, morally and spiritually right. He 
must know that the applicant can adjust 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





himself to the work he will be expected 
to perform and that he can get along with 
other people 

2. The applicant must be 
trained. The attitude of the supervisor is 


properly 


most important when it comes to teaching 
the young employee. 

4. A good supervisor must develop a 
two-way communicating system. He must 
be able to give clear, simple instructions 
and he must be a good listener. If he does 
not listen when men speak up to make 
suggestions or ask questions, the employee 
will feel that it is a waste of time to 
speak up 

Six requirements of a supervisor, for 
the development of human relations are 

(1) Compliment his men for work well 
done, 

(2) Give credit for suggestions 

(3) Avoid playing favorites, 

(4) Try to make each man feel that 
his contribution or participation is im 
portant 

(5) Take time to make the new man 
feel he belongs to the team and introduce 
him carefully to the fundamentals of 
safety, and 

(6) Repe atedly go over and explain 


safety rules and practices 


Pictures—Not Speeches 


“Getting on with our program on the 
r&P,” said Mr. Williams in addition to 
correcting every hazard that we could find 
and also providing better tools and places 
for our employees to work, we went about 
an educational program that took a spe 
cial conference car over our entire rail 
road. First, we took in foremen and super 
visors, and by use of educational moving 
pictures and qualified conference leaders 
in the field of safety we were able to stir 
up a considerable amount of interest 
among the supervisors and foremen from 
one end of the railroad to the other. After 
this was finished, we then started out to 
hold safety rallies at all of our larger shoy 
and terminal points, and in addition we 
kept our safety conference car, which is 
completely air conditioned, moving up and 
down the railroad with our visual educa 
tion safety films. We brought about every 
type of safety moving picture that was 
offered, and | must say that the men pre 
fer movies pertinent to their work over a 
lot of long speeches.’ 

To create competition, two large gold 
plated trophies were purchased. These are 


known as the W. G. Vollmer 


Trophies, named after the president of the 


Safety 


railroad. One of these goes to the winning 
division and the other to the winning shop 
each year, the awards being personally 
presented by President Vollmer at a huge 
banquet to which are invited all employees 
and their wives of whatever division or 
shop happens to have the lowest safety 
ratio. “This arrangement,” he said, “has 
stimulated safety very much on our rail 
road, and I might add that none of our 
big shops coming under the trophy ar 
rangement has suffered a reportable injury 
thus far this year.’ 


Ladies Safety Council 


In a large number of cases it was found 


that injuries were being brought about by 


the employee bringing too many worries 
on the job from home. A test was made 
by encouraging the organization of a group 
of wives of employees at one large operat 
ing terminal into a club known as the 
r&P Ladies Safety Council. They were to 
promote safety among their families and 
the families of all railroad people at this 
location, in the home, schools and con 

munity Starting with 40 members, this 
group now has a membership of about 
250. T&P women up and down the road 
have made requests for similar type clubs, 
and there are now about 15 of these clubs 
with a total membership « 2,600. They 


have been many times honored; editorials 
have been written bo t ui state 
oficials from the g ors 1 have 
ommended them 


Mr. Williar 


the new employe 


Car Department Officers Assn. 


jumping from the top of a car on one track 
to the top of a car on another track. Many 
times if is an experienced employee who 
should know better There are times” he 
said, “when we feel that we can do almost 
anything, that we un perform miracles, 
but lots of times we are not nearly as good 
as we think we are 

Mr. Williams closed by citing the danget 
of shock where small amounts of current 
are involved. With | to 8 milliamperes there 
is @ sensation of shock, but it is not pain 
ful; 8 to 15 milliamperes produces painfu 
shock but muscular control is not lost; | 
to 20 milliamperes causes loss of muscular 
control, 20 40 50 milliamperes causes se 
vere muscular contractions; heart failure 
is possible with o— t 
with 100 to 200 mi 


100 milliamperes 
liamperes heart failure 
is probably ; er “M) imperes wi 


fuse severe pain and | urt tailure 





Loading Rule Changes Proposed 


AAR Loadin Rul 
plained and outlined | the MD Pamph 
sdequate tor 


quirements is 6ex 


lets | through f pull 


the safe handlir open-top-car commod 


ities. Rather than xtensive sions oF 
udditions to greater 
need is for amplify 
contract witl quaiihed car 
department pet idvise and 
educate shipper proper thed of 
loading open-top cars 

In most cases shipper are eager to co 


operate to get their merchandise to destina 


tion in good condition without delay. Such 
issistance in turn benefits the railroad by 


reducing damage claims and minimizing 


the need for switching bad order loads to 


the repair track for adjustment 

Operating departments should step uf 
their campaign for better handling of open 
top loads in train yards and terminals for 
regardless of what measure ire taken 
toward developing and enforcing the load 
ing rules, they will not be fully productive 
without continued effor by the operating 
departments t mprove train and car 


handling operation 


len Proposed Changes 


The following items were submitted for 
approval and consideration by the AAR 
Loading Rules Committee 
1. Provide more bulkhead flat cars to 
meet the increasing tendency of shippers 


to handle lumber, plywood, wallboard and 
similar merchandise on flat cars with fork 


lift trucks 


lumber loading and the 


assigned to 


tulkheaded cars 
j 
] 


ike would do much 
to win back to the raile a large amount of 
this high class revenue 

2. As piggy backing truck load freight 
will eventually involve interchanging piggy 
back flats, standard tie down devices and 
equipment should be adopted and a figure 
formulated to over the securement of 

ilers to 


4. AAR iterch ‘ ' ltermn 
Paragraph h cal a defect 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 


ecard on hole 
any direction be reviee to com 

AAR Gene Rule 
open top ar which allows 
1 


cide with Item 
15S on loading 


slots % in. by 


n cut ior applica 
tion of bands and wire This is to acknowl! 
edge the need to cut slots in car bodies for 
application of the considerable amount of 
2-in steel banding now used to secure 


lading on care ancl othe impos ibility of 


cutting slots of exactly 2 in. with an acety 
lene torch 


+ Adopt a uniforr 


ecard for open top loa and make ite 


ive dimensic n 


application mandatory y the originating 
carrier on open top having height 
and width dimension xcess of pub 
lished clearance Phi card should be 
incorporated in General Kule 19 as there 
is just as great a need for a card of this 
kind as there is for the rotating machine 
ecard provided for in that rule 

». Further study and consideration should 
various MD 

While the 


change would 


be given to changing the 
Pamphlets to loose leaf form 
orginal cost of iking this 
be rather high it would be economical ir 
the long run as it ld practically elim 
nate the need for omplete re-iseuance 
of these pamphile 

6. Make a ‘ improve the loading 
of coile of flat at according to Sketche 
of Pamphlet MD. 
Latending Items B and © the full length of 
the car in Sketche | , and 3, and «se 

| sdditional item | 


will eliminate the lifheulties now he 


1, 2 and 


curing the coi with a 


encountered with loade of coiled flat 
less than » | n liameter 
which shift em B 
the side of 
become bad 
Revise Pamphlet MD 
covering ading eeled pulpw 
rosewiee in gond 4! 6 show Item D 
cling ltem 


eliminate 





ie 





Loading rules include regulation of oversize lading such as this 426,50U-lb turbo-generator be 
ing handled on the 250-ton all-welded flat car built by the Pennsylvania at Altoona shops 


change in Item G of Fi 25 and ded ‘ in | 0 and 1, and 


of Fig. 24, Pamphlet Mi which en , ig amphiet MD-7, which 
f 4 ‘ | 


ure anti-skid plate Pattern 64, lo le axles or springs 
between stacking lu on the bottom ring shac to be secured to the 


of skid units of empty jet trailer ) ck No. 14 BW gage hot 


ind the skids of the units of the top layer Olled steel, or trands of No. 8 
Pattern 64 specifies that skid plate must annealed wire The 


ruck ta gage 
Pamphlet Mi alternate would permit 
hipper ! r { f ve tal tab extrusions on the bottom ecuring the wheel and axle assembly of 
tank ‘ he pa te bent te in angle ‘ el ‘ fat ur with four trand 
with the tie bane committee felt that since the annealed = wire wisted 
the truck tanh 


theme ie band 


ure contacting from the wheels or wheel spokes 
ontainer ‘ lex or y take pocket Reason Securement trom 
recommended ' ernale 1 | | und 24 to stake pocket hould prove t be 


Therefore wotule ) } V no a and 
which will me ( ‘ © use th ol 


ecurement provide 4 impler 
the ants ! na mv of uring the wheel 
bands over t ‘ TT ry ecure it in po star nd ‘ ceomibly to th ‘1 
to the AAR i tule { ’ y ind thereby p lt committee which pre 


was J. M. Hick. general 
Creat Northern 


How To Prepare and Paint Different Surfaces 


Most paint 


Don't Wash Too Soon 
ay 


oll st i ece a - Although diesels and cars receive the 
@ Not sa . ' : wen , 7 oe OUUTIOF proper paint treatment, the condition exists 
priming ove Th ale as Little ‘ I on some railroads where a diesel locomot 
put in service from two to four hours 
it has been painted, In many case 


oes through a car washing machine in 

Sandblast eight to ten hours after it has been painted 
ntaining mill seale s The surface paint is hardly dry, let alone 
{/uminum Treat ! phosphor the undercoats This practice dulls the 
reld-Ly pe metal cleaner How ing lustre of the paint and causes the finish 
hosphorie acid cleaner tre ner " to look like an aged paint job 
must be thoroughly ri ( ‘ ‘ Coache often pass through a car sh 
er to remove all traces of free acid machine before top surface coats are 
residue, and then a dehydrating cor Iry, resulting in a dull finish and an old 


ippearing paint job YT) ” ter it 


h coa 


mer ipplied After one of the above 
, . 


The committes re priming andblasting of The finish 


sats should be allowed to dr 
ommendation pa section of aluminum to rougher 10 days prior to washing the ar 
Stainless Si il ile ‘ { urface } ron ' 


) stistactory washing machine 
should not b 1, it ' 


ated : it p phatizing Thi report was prepared by a committee 
blasted befi finial en | ! t nt, apply d imer and of which Fisher 
NY¢ was chairman 


foreman painter, 
demanded 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





Locomotive Maintenance Officers Assn. 


Diesel Locomotive Axles, Wheels and Trucks 


There are considerable difference of fram ‘ ed | condition ver Crater 
opinion rewar ling scheduled truck over ; hould t ver thoroug r ‘ ion pound The lubri t ne tested 


haul. It should be done when necessary ind nece ‘ ' f ete ‘ vet been ident i railroad 


and «could be programmed to coincid General nprove I e obtained being retaine 100 per 


with truck and wheel changes provided relative to inge r the red ‘ with no appre 


of course that spare trucks are on hand of back » back ! t \ period of lu 
for replacements, If the latter does not mounted « t ‘ t month service 
exist, then progressive maintenance shou i ‘ t fir v ' continued ar 
prevail, until a unit is held for general ( g consid ‘ tion oO hie ation wil 
repairs or 2, 4, 6 or 8-year inspections ) ) ! T t ; mine the 
The life of wheels varies between moun ‘ iti nly due terial a 
tain railroads and river grade railroads, also lace ‘ in. v ' ' Other 
railroads with many curves and roads wit! and one i wal i esti ' proper! 
many miles of straight track. Mileage, on -in. whee t ossible ’ ‘ felts renewee 
passenger diesel wheels, varies from 100 in furnist j t ‘ the grease 
000 to 300,000 between wheel chang v ‘ thre i ’ minimum 
Mileage on freight diesel locomotives {ri ‘ ‘ | I Sand pipe 
250,000 to 325,000. On road switcher and ge wiie ie igi i i mpe ement 
switchers it varies. Many roads are adopt ! { ! | ' maintenance 


| 


ing wheel truing and grinding machine 


that eliminate the necessity of r oving 


the wheel or truck for wheel truin 


Sonne good practices are i* 
When a truck is removed for any cause tt wher t i it t ation 
giv atiention to brake rigging, hanger ! ! which «ir t ! actual 
pins and bushings spring rigging, bolster i ot contact, betwe s and rail 
hangers and pins When truck are over Recommend 
hauled, give attention to bolsters, whicl nite with « 
require little attention other than to clean Grease Leaking from BK ounits of 
them and inspect for cracks and defect Axle Gear Housings ninute Thi 
Bolster wear in the truck frame should —_ ee ; provided it 
be kept to a minimum, or as per manu Mot cng : ° tact point 
facturer's recommendation, the wear plate 0 Some ra 
should be inspected and, if worn houle : pipe appli 
ne replaced ‘ , frame 

Keep center plate well lubricated, having 
the proper liners, necessary clearances to 
prevent excessive flange loading and wear 
due to restrictive center bearing action 

also proper side bearing clearance should 
he maintained. Each time equalizer 1 re 
moved, the rebuilding i the worn irta | wheel 
on boxes is recommended; also where wear ; j met f ‘ lependent 
pads are used and boxes damaged ghee 

en pads 


jaw 
ntact 
Kept to i 


ration betwee 


Maintaining 
Wi | Contour 


Protective shed installed over standard wheel 
truing machine at Barstow, Cal. diesel shop 
of the Santa Fe 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





Wheel grinding of BGO locomotive wheels is done at the Cumberland 


Md., shop on a Whiting wheel grinding machine 


inder locomotive ‘ 
time Any of the 


ularly hollow tread. contr 


makin amoun 


defect 


wheel 


if traction 
flashove ! 


with good 


lippa 

experience 
wheel maintenance 
proper wheel tread ind flange 
as well as 
able 


frame ind 


concentricity 
eflect on reduction 
boxe 

Exes ive wheel 
one side onl ue 
locomoti ‘ ire continuou 


the ame direction. unle 
tenance 1 taking pla 
| 


Lateral! controller 


journal length within 
its and also renewin 
ever they are worn 
permit 


should be 


in proper 


EXCESSIVE 
areful 
conditi 
quiring end thru 
Thermal 
braking at 
wheel tread 
eracks, whi 
they become 
thermal cra King 1 
the carbon conte 
thermal cracking 
brake hoe and other 
being nm line 
rim and 
a { align 
under 
greatl wecelerated 
equipment conditi 
under a relatively 
hellis 


trengti 


sistance 
creasing f 
In « 


wheel il 


timating the 
liamete 
considered The 
areater 1 the 
wheel and rail 
whee 


for as given 


wheel loads are giver 
per inch of wheel diam 


High 


strengt! Tit ii 





MILEAGES EXPECTED 
FROM WHEELS 
Freicur Units Assicnep 10 
SA b RANE sco AND Lo 
ki Paso Senvice 
New Wheels 


t Turning 


190,000 mile 
140,000 

! Turning 64,000 (14 
Los 


(CURVED 


ANGELES 
TenRiTory ) 


iT ASSIGNED TO SAKERS 


PILLD 
New Wheels 


| urning 


SERVICE 


80,000 mile 
62.000 
5 000 (40% 


l urning 


ex Unirs Havinc Six-Wueer 


ASSIGNED TO SAN FRANCISCO 
ki Paso Senvict 


130.000) mile 
110.000 
102.000 


New Wheel 
lat Turning 
nd Turning 


d Turning 57 500 





ire required for maximum resistance 


helling. On the other hand, thermal 


cracking is minimized by lowering the 


failure 
shelling, call for 
opposite of each other 


possible " 


n content. The two causes of 
mal cracking and 
medies which are 


hor thi 


ily precise ly the 


reason, it i8 not 


appropriate clas of 
j 


wheel for the severity of service, which 
1 condition If 


evelops under various 
under condi 
tread, 
Shelling also 


flats or skid 
tread 


" 
continuously 


high streas in the 


wheels are run 


tions of unduly 


helling is to be expected 


tarts sometimes from slid 


pots in the tread. Spalling, another 


ondition, sometimes classed as shelling 


nsists of a breaking out of small por 


ons of tread metai between closely spaced 
thermal checks 


blange lubricators are important in re 


ing flange wear, if main 


d The 


properly 


type recommended to this com 


RAILWAY LOCOMOTIVES AND CARS ° 


Wheels of units in mountain service are restored on a standard wheel 
truing machine at Nelson, B.C 


on the CPR 


disulfide 
flanged 
results in 


mittee is the graphite of sticKs 


through heavy cast shoes 


give best 


arri¢ d 
ind shank and yara 


ervics 


Wheel Truing Machines 
\ wheel 
by the Standard Railway Equipment Com 
pany, was installed at the Los 
Shops of the Southern Pacifi 
April 21, 1954 


justify the 


truing machine, manufactured 
Angele 
ind placed 
in service on 

In order to purchase of thi 
machine investment of 
$210,000, a 
the costs of 


ersus the 


representing an 


detailed 


turning 


study was made f 


wheels in a_ lathe 
estimated cost of turning wheels 
detailed 
100 scrapped wheels 


n wheel turning machine 4 
tudy of the life of 
available, was alse 


interest, the 


for whi h record 
ce As an 


obtained, a 


were 


) 
} 
I 


item of whee 


mileage revealed by this st idy, 
repeated in the table 
Based on these 


ygniment of 


mileages and the 
April 30, 1952 


wheel truing ma 


wheel 

units as of 

estimated that the 
} an innual saving of 

$45.000 

placed in service on 

1955 


were 


The machine was 
April 21, 1954, and until 
1 total of 1,365 
turned Actual records 

ving of $57,794.85. The 
wa considerably 


ilthough 


January 31, 


pairs of wheels 


cost indicate a 


financial savings 


more than anticipated 


some of this is due to the larger 


number of units now being maintained 


than were being maintained when the orig 
nal study was made 


Two of the most important problems 


forces have been vir 
that of 


lacing maintenance 


eliminated and 
turning out flat 


ancl the 


tually removing 


spots on switchers, 


removing and turning of wheels 


on six-wheel, three-motor trucks. So great 


has been the saving and convenience 
that the 


maintained at 


through the use of the machine 


locomotives not regularly 
the Los Angeles shops have been worked 
to this point for 
as far as El 


wheels 


wheel turning only, from 
Paso 
! 


truck wheels, and electric 


Steam locomotive tank 


loc omo 


DECEMBER, 1955 





tives of the Pacit i aiso D ! rhe ‘ , " \ signed | " enan 


handled journal boxe nd ri equ nt rather than a det ‘ ‘ t \ 

Ms ; ’ d removed f } | mum of gri 

Wheel Grinding Machine ind @ maximun 
A wheel grinding machine, developed to } rails ! hen when wheel tr 


grind worn diesel wheels in place, wa hydraulically t vers proper flar 
purchased by the B&O from the Whiting trols these oper ; , i er regular peri 
Corporation and installed March, 1953, at pedestals suppe lrames and o f existing at th 


Cumberland, Md. The machine was pla tween boxe pedest e} ) Road frei 


in a pit 20 ft long x 16 ft wide x 10 ft deey rigid when ressur reduced vice, have 
It consists of right and left grinding wheel (,rinding star thre nut { ‘ } grinder 
in separate structures, each with controls 

and 40 hp motor. Electrical controls for 

motors, including hydraulic, are | i wheels f 

on floor along side of hittin tru leed 

ture housing two rotating shalt witt located at 

grooved roller at either end, tor support grinding 

ing flanges of wheels, is supported on four ned up 

hydrauli acks. A ur «reduction The 


motor i ilso housed he lifting bean present wheel 


This drives the rotating shafts which turn ' t t V ‘ grinding dis 


locomotive wheels. An 800 gal coolant tank sen rh ( ‘ rrinder | 


ia 

is also p f the machine. Grinding V t t ee on ear and {re 
wheels u 6 in. x 20 in wit! 0 » | f f 0 hee ind may | 
face shaped to match contour wheel mainte 
whee Plunge type grinding The rem 
ip time is held to a it f v ‘ le pre nt { whicl 


part of the locomot , le wl rinde lly « ntendent 





What’s Ahead for Foremen? 


Discussion 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





ee Fat 
Oe Fis, ¥ 
A or ae Lies 


ae 





Motorized equipment outside Roseville 


Roseville Air-Brake 
Shop Revamped 





lhe original air-brake room, built in 1928, was 25 
ft long and 30 ft wide, and all material and supplies were 
GMC truck with hydraulic end gate, unloading pistons and valves into handled manually. Valves and brake cylinders brought to 
roller conveyor which delivers them into the air-brake shop the front door of the shop were moved by push carts 
hooks and pulleys to work benches where they were 
placed for cleanin This operation was performed with 
wire brushes and scrapers, and to the extent possible 

Phe Roseville, Cal r-l e sl facihe Fruit dust was blown from the valves by compressed ais 
bxpress Compar recentl een ¢ ed and re With the revamped facility. now 5O ft long and 30 ft 
modeled for more efheient ! lion nd now has a wide, valves and brake cylinders are brought from the 
daily output of AB valve mder tripped car repair yard to the air brake shop in trucks and pal 
cleaned, rep | al te ‘ f from 12 te lets placed on conveyor lines and rolled in to the shop 

tS ureat This car u er exter t ‘ ind wher to designated locations for handlir 

the demand at t ! le it the annual Valves service and emergenc\ portions are run 
savin i berms facilities will through a sandblastis machine and then moved = by 


monorail to a rack or shelving at the rear of workmen 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





Pe A 


+ deta ateP 


Gravity delivery of repaired parts. 


Vechanized handling as well as 


suggestions of shop men are 


used by Pacific Fruit’ Express 





for cleaning and repairs. Alter a valve has bees 

hauled it is passed to the test rack tor final test a 

proval It is then placed in a metal containes 

conveyors and rolled through the shop wall to a i 

platform outside ALVES 
Brake cylinder assemblies are handled in a ' i 

manner, alter bet received in air brake shop ROSEVILLE 

tainers. Workmen remove pistons and piston 

containers to be run through regular cleaning and AREF ULL y 

ing process Later they are reased and otherwise 

before beu placed in containers tor histril 

various parts of the yard 
A large amount of motorized equipment 

to ¢ xpedite work at the Roseville shops and repair t 

Four units used by outside crews in cleaning, testir 


Sandblast unit used in cleaning AB valves. All dust : 
water filter, thus keeping the shop air clean 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





.* 
Line of AB valve repair positions. Pipe extending up from the shop 
floor holds impact wrench used in dismantling and assembling valves 


Individual valve repair position showing special tools, gaskets, small 
parts, containers and hinged drawers 


_ <P 


‘\ 


Pistons are handled at this station where they are both cleaned and 
polished. Filter-cleaning fluid comes out of the nylon brushes. A central 
spray permits washing these units while they are being worked on 


repairing air brakes in the yard are shown in one illus 
tration. They include two. Kalamazoo speed wagons, No 
39 and 40, equipped with everything necessary to do a 
complete “COT&S” job. Speed wagon No. 45 is used for 
pickup jobs such as blown-out cylinder gaskets, broken 
pipe, etc. The GMC truck at the extreme right is used for 
delivering all AB valves and pistons, also journal box 
packing to the individual cars. It is also used to pick up 
AB valves, pistons and scrap journal box waste. At the 
left in the same illustration is the covered roller conveyor 
which delivers repaired air-brake parts by gravity out 
of the shop where they are loaded on the GMC truck for 
delivery to the storehouse or repair track. 

This shop is equipped with a ventilating system which 
keeps the interior free of fumes, dust, etc. An oil-delivery 
system supplies cleaning fluid to each position in the 
shop where it is needed. After being filtered, this fluid 
is also reused 

In developing plans for modernizing the Roseville air 
brake shop, local shop men were urged to submit ideas 
which, in the aggregate, represented many years of ex 
perience with every detail problem encountered in re- 
pairing air-brake parts 

Phe inclusion of many of these ideas in the new shop 
design and equipment was an important factor in assur 
ing not only comfortable, convenient working conditions 


but efheient operation 


Individual valve repair position, showing special tools, jackets, small 
parts, containers, and hinged drawers 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





for the Car Repair Man... 





How the lift looks when applying car wheel to boring mill 


Automatic lifting device ready to engage car wheel at Sacramento through the center hole and anchored in a steel dise 
shop of WP LY in. in diameter by 2-in. thick which also fits in the 
car wheel bore and thus centers the device when it is first 
BORING MILL WHEEL LIFT. The car-wheel lifting dropped on the wheel 
device, illustrated, is used at the Sacramento shops of the One of the illustrations shows the lift suspended by a 
Western Pacific in loading and unloading boring mills. lt chain from the boring mill loading arm and ready t 
is said to be notably superior to the ordinary plug-and-bar engage a 33-in. chilled-iron car wheel resting on a hand 
type lift because it combines safety with almost fully auto truck. When dropped still further, the 4!%-in. dise entet 
mat operation The lift consists of an 8-in. diameter the car wheel bore, centering the device and the three 
center piece cut out of 1-in. steel plate with a torch and holding bars slip around the wheel flange. An upward 
having three pairs of equally spaced ears, turned up and pull on the chain shortens the radius of the holdit 


drilled for Sy -in. by 5-in. button head rivets spaced yl bars causing the rounded ends to rip the flange firm 


in. from a 114-in. center hole. Three '-in. by 2-in. bars This is all done without any manual handling, and after 
are turned up at one end to fit snugly around the button the wheel has been elevated, swung over the boring mill 
head rivets and bent at the other end to fit the car wheel table and dropped in the chuck. The manual release of ay 
flange, the distance from rivet center to point of contact one of the three arms permits the lifting device to be 
with the flange being 13% in. A lifting chain is passed raised and swung clear of the table 





JOURNAL PROTECTOR. \ hinged journal protect I 


is used as a safeguard when mounting car wheels on 
ixles in the wheel press at the Western Pacific shop 
Sacramento, Cal. The former practice of applying pieces 
of felt around the journals was found unsatisfactory be 
cause of inadequate journal protection and also because 
the felt strips had short service life. The next step was t 
use galvanized halves with felt riveted in place to protect 
the highly-finished journals, but this method also 
limited protection and the halves had to be held 
journals by hand, at least when starting wheel bores ov 
the journals. The present method is to make th 
sections of hinged black iron with 20-gage copper fitted 
ind riveted to the inner surfaces. Six taper longitudina 


bars welded to the guard help guide it through the bore a 
One journal protector in place and another opened up to show cor 


the wheel is pushed over the journal to the whee eat struction 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





Ideas for the [Diese 








The inside center opening can be adjusted from 36 to 48 inches and can be different at one end than the other 


ADJUSTABLE FRAMES FOR ENGINE REPAIRS. 
The Terminal Railroad Association of St. Louis has built 
two work stands for diesel engines which can be adjusted 
to accommodate models ranging in size from GM 6 
cylinder to BLW &-cylinder engine The stands have 
several advantages. They provide a platform for working 
along each side of the engine while at the same time 
leaving an open space in the center for working from the 
shop pits The stands ride on eight flanged wheels to 
move the engine to the cleaning rack and to other places 
within the hop 

The main lengthwise members of the tand are |0-in 
l-beams which join to another pair of LO-in l-beams al 
each end. The lengthwise and crosswi beams are tied 
tovether by an angel plate and bolts The transverse 
beams have a series of holes to permit the opening be 
tween the lengthwise beams to be varied from a minimum 
of 36 in. to a maximum of 48 in, The opening need not 
be the same at both ends. In fact, for removing the main 
generator from an Aleo 539 engine, the beams must be 
several inches further apart at the generator end 

The two lengthwise I-beams are covered by a 22-in 
wide plate with non-skid surface running the full length 
(23 ft) of the beam Nonskid pl ile ilso extend across 
the extreme width (84 in it each end and a steel box 


is included at each end 


The stand can be adjusted both lengthwise and crossways to accom 
modate all sizes of switcher diesel engines 


RAILWAY LOCOMOTIVES AND CARS * 


DECEMBER, 


1955 











ti cost. In such eases, the fuel cart or trailer (illu 
trated) used at the Western Pacific diesel shop, Sacra 
ite, Cal., will be found quite etherent ind better thar 
the practice sometimes followed of lifting individual o1 
drums, one at a time, with a crane and allowing oil t 
slowly into the 200-gal tank on the locomotive unt 
it is filled 
The oil supply trailer frame is 5 ft long by 3 ft wide 


run 


large enough to accommodate all necessary oil stor 
ive, pumping and control valves The OO-in. by Sle 
diameter oil tank has a capacity to hold 300 gal, or mor 
than enough to fill the oil tank on one diesel unit. A 
diesel lubricating oil pump, mounted on the trailer frame 
is driven through suitable gear reduction from the 5-hp 
electric motor shown 

The piping and shut-off valve connections are sucl 
that oil may be quickly transferred from oil drums int 


Equipment for making small windows from broken large windows the oil storage tank on the trailer or direct from drum t 
includes a grinding wheel and a continuous belt oil tank on the locomotive. A 53-gal oil drum can be 


emptied in 244 min 


SWITCHING LINE MAKES OWN GLASS. ‘lv 


Phe oil supply trailer can also be used when pumpin 
Terminal Railroad Association of St Louis makes many oil from barrels to storage in the stores department whe 
of hd own windows of both satety vlass and regular emptying or filling tank cars. or for any other lubric atin 
giass——for cabooses and diesel switchers by cutting dow: or fuel oil transfer job 


broken sections of large windows. The total operation 


done with the aid of a standard layout and cutting table 


a continuous belt edger and a grinding wheel. The finish 





ing work is done wet, using a water spray on the bottoy 


of the belt and an abrasive with the grinding wheel 





Washing machine for lube oil coolers 


CLEANING OIL COOLERS. | ul. cor 

New Haven's Aleo locomotive with 246 engine ire 
cleaned with this washing machine ce ned and built | 
the railroad and used in the diesel hop at New Ha 
An efficient oil-supply trailer transferring lubricating oil from a drum ( ry k hold j a 
of RPM Delco to a diesel unit at the Sacramento shop of the Westerr _— le tan 101s BDOUL WY gal 
Pacific I his 


of cleanin out 
solution is pumped from the tank by the mot 


1 pump and into the flanged connection at the bot 


DIESEL LUBRICATING CART. Diesel locomotive eid 


servicing points, espec ially the larger ones, are genes i p flanged 


cooler It passes between the tubs and the 


connection back to the tank 
equipped with a colored pipe system and convenient ver ias found that the 
PI py 


supply lubricating oil to diesel units. But not a olution through the 


service enough diesels to justify the pipir 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





ELECTRICAL SECTION 





Fig. |—Gear teeth, showing typical inclusions 


Detecting ‘laws ij 


Magnetic particle testing, because of its simplicity, 
sometimes Ceceives inspectors and causes them to reject 
gearing for any indication of surface irregularities. This 
may result in unnecessary sc rapping of many pears and 
pinions through failure to recognize irrelevant indications 
and allow for variations in inspection tec hniques. 

lor instance, the sensitivity of the test will depend 
upon whether alternating or direct current is used. Be 
cause alternating current tends to flow principally along 
the surface of the conductor, the resulting magnetic 
field is limited to the metal near the surface of the part 
being examined. Direct current, on the other hand, pene 
trates more deeply into the material and therefore will 
show sub-surface irregularities, Since surface flaws on 
gear teeth are of the greatest concern, the magnetic fields 
produced by alternating current will be suitable, pro 
vided suflicient strength of field | ampere turns) is used. 
In general, the magnetic field should approach saturation. 
This state is reached when the leakage flux causes a build 
up of magnetic particles at sharp corners, o1 points where 
the section changes. A commonly used check of the mag 
netic field strength is to note whether a paper clip is 
attracted to the magnetized surface 


Kesidual Magnetization Not Satisfactory 


In many cases, the residual method of magnetization 
is used rather than the continuous method. As a general 
rule, the residual magnetism method should be avoided 
because of the difficulty in obtaining a field intensity 


strong enough to give a clear indication of defects. 


A. H. Pe k b 
eral Meeting of the 
) : 19 





Gear with forging lap in hub fillét. 


n lraction Gears 


If you know how to look and know what 
you are looking at, many gear failures 
can be avoided without 
scrapping 


unnecessary 


An important factor in determining the sensitivity of 
the test is the type of inspection medium used. For in- 
stance, a weak field will attract coarse elongated partic les 
These will produce visible indications, but they require 
tedious examination to be certain that the flaws are 
noted, These same weak fields would probably produce 
no indications with very fine particles in a wet inspection 
medium, 

Another factor affecting sensitivity of the inspection 
is the direction of the field with respect to the flaw 
Flaws parallel to the field will give the poorest indica 
tion, and flaws at right angles to the field will give the 
best. Fortunately, surface flaws in traction gearing are 
usually unidirectional, so two inspections with fields at 
right angles to each other are not necessary. Since the 
flaws are in an axial or nearly axial direction, the field 
should be at right angles to this, or in a circumferential 
direction 

Once an indication has been observed and classified, the 


he made as to acceptance or rejection of year 


decision to 
with the tiaw. Only gears of sufficient quality to render 
satisfactory service for the desired life of the unit should 
he accepted Standards of acceptance and reyes tion must, 
therefore, be based on a thorough understanding of what 
can, and cannot, be tolerated in service. 


The decision as to acceptability of a part should not 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





Fig. 3 (above! —Piston with quench cracks in teeth. 

Fig. 4 (at right Pinion, showing tear marks at the roots of the teeth 
Fig. 5 ‘lower left) —Grinding cracks forming a chicken wire pattern 
Fig. 6 (‘lower right) —Grinding cracks forming a fish-tail pattern 


necessarily be based on the presence or absence of such other hand, are not so well known. This type of flaw occur 
things as forging folds, cracks, inclusions, or other al in fillets or at locations where section change, such a 
normal conditions. Rather, it should be based on how the rims or hubs. Usually, it penetrates straight in fro 
conditions found will affect the usefulness of the part urlace. A forging lap in the fillet betwe the web 
All imperfections are not necessarily defects requirit hub of a gear is shown in big org laps «de 
rejection of the part If this facet is not properly rec occur in pinions In this case blanks are han 
nized inspection may be over-critical and = satisfae org rv manufactured from 

parts may be rejected. Since the major factor i ue possib or the metal to have 

the acceptability of a part is its performance 1s tself 

the value of any non-destructive test should be 7 The presence of lorging laps | 

by the performance of the parts which have been ins for rejection of the part. Hubs and 

by this means and ipproved The purpose © " of relatively low stress and. therefore 

riodic inspection in a maintenance program is to T ips in these areas either will not 

that the part is as good as necessary for thi partis ' they do, the progress will be 

function and service Inspection results should be defects are found, they ma 


wick red ind judged from this point ot view their depth does not exceed 


The flaws usually observed may be rrouped , grind should be rounded 


classes: material, manufacturing and service flaw raiser This figure of { 


hence only approximate. For insta the 
larly thick and the bottor | 4 the rind 


Since the bulk of railroad gearts is made fro lorvged erous, the I4-in depth may } creedes 1 brews 


or rolled blanks the material flaws encountered will be i ireas should he checked ans 


Material Flaws 


the form of in lusions, or lorging laps or folds Inspect | not propagate in then 
} . 


are generally familiar with the characteristic indication of Subsurface inclusions, partic 
an inclusion, therefore, it will not be described: but a ire important to the gear 1 
typical inclusion is shown in Fig. 1. Forging laps, on th the quality of the material 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





Fig. 7——Typical fatigue cracks in gear teeth 


are those on the surface. If these are ,y and numerous 
they may serve a tarting points for fatigue failures 
However, case of fatioue tailure traction vearing 


starting trom inclusions have been rare 


Manufacturing Flaws 


Several types of indications might appear on gear 
teeth as a result of operations performed during manu 
facture. Quench cracks, machine tear marks, and grind 
ing eracks are the most common causes of this type of 
indication 

Quench cracks result from unequal cooling rates in 
idjacent sections during the quench cycle of heat treat 
ment. These cracks generally fort it the ends of the 
teeth in the root area. Figure 3 ws typr il quench 
cracks. Fortunately, such cra e easily detected be 
cause they are usually long d deep and give strong 
indications. In most case ulacturer's inspection 
detects quench crack o the ire rarely found on gears 
in service. When quench cracks are found in a service 
Inspection they are cause for rejection of the gear of 
pinion 

Qeneh crack uch a ow bj }. indicate a heat 
treatment problem, Som dificult to distinguish 
them from fatigue cracks, and hould be judged as 
if they were fatigue crach The reatest danger from 
the presence of quench cracks 1 it part of the tooth 
may break at the crack and tod in the mesh. Since 
quench cracks are fairly deep, tooth breakage from this 
cause will occur in the early of operation, by 
rupturing rather than | lor iu There have 
teeth on a gear have 

juench cracks, the 


rears have operated salistactori or i considerable 


been i es where iltthough one 


broken off at the corners 


time before the breakage observed. In such cases 
the broken prece did not 
to the bottom of th 

If the break in v on from a corner, and is 
less than 25 per « 0 ‘ width and the teeth 
adjacent to the bro 


mesh, but dropped 


defects, the gear can 


Fig. 9—Radial fatigue cracks in gear rim 


be returned to limited service. A suggested way to limit 
the duty on such a vear is to confine its operation to 
lighter, less critical service. A pinion with a broken tooth, 
however, should be replaced. This is based on the fact that 
pinions make more revolutions than gears and therefore 
wear faster. Also, they cost less and are easier to replace 
than gears. A gear with more than two broken teeth 
should be examined closely to be certain there are no 
other fatigue cracks. It should also be checked for the 
amount of wear life remaining before deciding to retain 
it in service 

Machine tear marks are found only in the roots of teeth 
on protuberance hobbed pearing They never occul in 
gearing with fully ground teeth. These marks are be 
lieved to be caused by chips interfering with the flutes 
of the hob. A pinion with typical tear marks is shown 
in Fig. 4. They are very shallow in depth and in length 
Their distribution is very random and they always 
occur in an axial direction. Tear marks are not a cause for 
scrapping the gear or pinion 

Grinding cracks result from an excessive rate of 
rinding. This-may be caused by either too fast a grind 
ing wheel speed or too fast a feed of the wheel. Grinding 
cracks are very fine and generally run penpendicular to 
the “aXis ol the year of pinion In sone Cases, they form a 
chicken wire pattern, as shown in hig 5. Another com 
mon appearance is the fish-tail pattern shown in Fig. 6 

All manufacturers try to avoid producing grinding 
cracks when gvrinding teeth. Gears in service found to 
have grinding cracks should be viewed with suspicion 
The manufacturer should be consulted if such cracks are 
found at the first Inspection Grinding cracks may or may 
not be harmful. If they are shallow and the tooth loading 
is conservative particularly if the gear material is 
shallow-hardening steel—-grinding cracks will not de 
velop into fatigue cracks, but will gradually disappear 
is wear occurs. If residual tensile stresses occur at the 


surface as a result of improver heat treating —especially 


with deep-hardening steels—-the residual stresses from 


the grinding process and the tensile stress from tooth 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





loading can add up to the point where fatigue failure 
start. In such cases. grinding cracks are a cause for reje 


tion of the part 


Service Flaws 

Phe third group of indications are those resulting fre 
service flaws. These flaws, resulting from operation 
the gearing, are called fatigue cracks. In most cases, the 
start at the root fillet on the side near the motor and 
progress upyard toward the tip of the tooth in a sweep 
shows a typical fatigue crack. S« 
the teeth and ru 


ing curve. Figure 


fatigue cracks occur in the roots o 


| 
axially along the root as shown in Fig. & Such fatigue 


cracks are easily mistaken for machine tear marks if the 
root is unground,. Grinding the indication with a small 
hand grinder and retesting will determine whether the 
flaw is a fatigue crack or not. If the indication does not 
reappear, it was a mae hine tear mark and not a fatigu 
crack. An infrequent type of fatigue failure is that is 
which the crack at the root of the tooth progress 
radially in the rim toward the bore. as shown in Fi 

While inclusions and grinding cracks are the orgins 
many fatigue failures, end loading of the teeth is prol 
ably the greatest single cause, End loading may be the 
result of shaft deflection, bearing clearances and wear. o1 
misalignment of the motor frame. It is easily detected 
by examining the teeth to determine the location of the 
contact area 

Another cause of faitgue failures is the presence 
high residual tensile stresses in the root areas. It 
impossible to detect residual stresses except by tedious 
ind expensive destructive testing techniques which are 
outside the scope of this paper 

final cause of fatigue failures is surface dee 
burization. This results in surface areas with low carbor 
content and consequently extremely low tatioue setrer 
ir life. If decarburization oceurs in the root 

on heavily loaded gearing, fatioue failure or broker 
will result. If it is located on the wear 
teeth profiles parttcularly if the area is large 
the gearing will wear at an excessive rate 

lraction gearing is an exact piece of machiner 
fully designed and accurately manufactured. Henes 
(,rowll 


should he property ( ired for appreciall 


this fact has brought about a “ in the standas 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 


Fig. 8—Axial fatigue cracks at roots of gear teeth 


ear inspection and matntenance on nur ous railroads 
Intelligent use of non-destructive test techniques ind 
rect interpretation of the indie: obtained play 
portant role in this work 
The foregoing discussion has been presented for the 
purpose of assisting the operator to detect and properly 
iluate surface flaws in traction geari The data cited 
the following conclusions 
ertain inspection technique best adapted ty 
flaws of the surface type 
iring giving indication of flaws need not nece 
Ie scrapped In some instances the flaws may be 
corrected, In other cases, the character of the flaw and the 


rvice may permuil the part t he continued in 


As skill and « xperience are aimned in the technique 
ol inspection and the interpretation of the results, road 
failures resulting from year trouble will be reduced 


ind the reliability level of motive powell raised 





Power for 60-cycle tools in New York Central's Harmon, N.Y. diesel 
shop, has been made available through an outdoor factory.» <embled 
substation supplied by the General Electric Company. Rated at 500 
kva, the substation steps the line voltage of 4.160 down to 440 for 
distribution in the shop Maximum safety s provide d by completely 
metal-encased equipment and a protective fence 





Bronze water discs mounted on the shaft are cut as cams to operat 
switches and control «discharge current 


Completely Automatic 


Battery Testing Panel 


DESIRED QUALIFICATIO on mople lots of dry 
cell batteries are run b No tern without the 
constant attention of ab technician. An auto 
matic cycling panel saves 4 n-he per operating 
day in performing the standard Coel we test while at 
the same time assurin constant quai control ins the 
purchase ol the ipproximately PO O00 cells used each 
month 

I he panel was built through the collaboration of the 
laboratory and the electrical departments, using available 
and adaptable equipment both trom these two depart 
ments. It is controlled by a master tit itch operating 
on L1O volt a-c which activate thie pratt elior a period ol 
8% hours followed by a 16-hour rest period Thi Sequence 
can be repeated on a 7-day time schedule. Or it can be 
adjusted to come on Monday mornis it 8:00 a.m., work 
8% hours a day for a 5-day week and shut off Friday at 
4:00 p.m., then come back on again Monday morning at 
8:00 a.m. It can also. if desired, be run continuously for 
an indefinite period 

The panel is designed to test ten | olt fl ishlight bat 
teries and ten 6-volt switchmen lantern batteries simul 
taneously, The panel time even inism is controlled 
by a small electric clock with a small shaft. The shaft is 
attached to the hour-hand ear and extends outside to a 
jewel bearing, mounted on a pedestal 

Iwo 2-in. bronze wafer dises on the shaft rotate with 
the shaft at the rate of | rpm. One dise is cut on the outer 
crrcumlerence to give tour equall pace dl protruding set 
tions of equal length to operate an witch for four 
L-minute periods equally spaced r a period of one 
hour 

The second dise is cut with a section equal 


to one-half the circumference another micro 


44a 4a8ad 











e€ micro The d-c relays are in series with the a-c relays so that an a-c 


failure causes all discharging circuits to open 


The panel can test ten 1'2-volt flashlight and ten 6-volt lantern 
batteries simultaneously 


switch for one 30-minute period each hour bach micro 
switch has an extended arm to allow a leverage of 12 to | 
This reduces the pressure ¢ xerted by the cam to less than 
one gram for micro-switch operation 

There are two |l-circuit d-c relays. which are energized 
through the micro-switches, and one wire of each d- 
relay is in series with a two-pole a-c relay. Thus, if these 
is an alternating current failure. and the master time 
switch stops all battery discharging circuits automatically 
open Kach d-c relay has 10 battery discharging contac 
tors and one pilot light contactor. A d-c failure will cause 
all closed circuits to open. The bronze contactors have 


sufhicient “wipe” to avoid contact failure and the “hold-in 


‘pressure is about one pound 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





When the toggle switch is in the up position, the battery is dis 
charging. With the toggle switch in the down position, the battery 
ts at rest. Inserting the two-pole plug into the three-pole jack only 
far enough to make contact with the main contacts A and B causes 
the battery voltage to be indicated on the meter. Pushing the plug 
all the way into the jack, closing contact at C, puts the load back 
on to the battery, and the meter reading is the voltage of the 
battery while discharging 
4 ohms in the 1'2-volt circuit; 32 ohms in the 6-volt circuit 


There Is a double-pole, double-throw toggle switch ind 


a 2-pole jack in each battery discharge circuit, or 20 


separate circuits in all. A d-c voltmeter is connected to a 
two pole plug which, when inserted part way, engages the 


main contactors to read the battery voltage without load 


If the plug is pushed in further, it engages the battery 


discharge circuit and load readings can be taken 

The panel is black micarta from stock The toggle 
switches were salvaged from obsolete equipment Repaired 
magnet coils of fuel oil shut-off valves from diesel units 
became the d-c relays. The electric clock was salvaged 
from retired equipment 

Acceptance tests are conducted in accordance with the 
National Bureau of Standards Circular 599. All sample 
flashlight batteries are given the heavy industrial flash 
light test where each cell is discharged through a resist 
ince of 4 ohms for 4-min. periods, beginning at 15-min 
intervals, for 8 consecutive hours every day, with 16-hour 
rest periods intervening. (There are 32 such discharge 
periods each day or a total daily discharge of 128 
minutes 

Daily readings are taken of the initial open cireuit volt 
ige of the cell, the initial closed voltage of the cell, and 
the closed circuit voltage of the cell at the end of the loth 
ind 32nd discharge periods The test is continued until 
the closed circuit voltage of the cell falls below 0.90 volts 
The service life is the total number of minutes of actual 
discharge to 0.90 volts 

All sample switchmen lantern batteris ire tested i 
wcordance with the Railroad Lantern Battery Test. The 
batteries are discharged every day durin periods ol 
0) minutes each, beginning at intervals of | hour tor 
consecutive hours, through a resistance of & ohms fo 
each cell in series in the battery (usually 32 ohms re 
quired). Open and closed circuit voltage ire taken 
ibove except that the closed circuit voltage after the 
initial, is taken only once daily at the end of the last 
period of discharge for the day. The test is continued 
until the closed circuit voltage of the battery falls below 
0.90 volts per cell. The service life is the total number of 
hours of actual discharge to 0.90 volts per cell in the 


battery (usually 3.6 volts for battery 





POSITIONER FOR AUXILIARY CENERATORS conceived and built 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 


in the Glenwood, Pa shops of the Baltimore and Ohio 





The test panel is portable and may be used with either Alco-CE or 
EMD locomotive units 


° ‘a 

Dynamic Brake lester 
@ A means of testing the operation of dynamic brakes on 
B locomotive units when no cab unit is available has been 
developed in the Baltimore & Ohio’s Gleenwood. Pa 
sHOps It may be used on either Aleo-G.k. or Electro 
M>tive units 

bur making the test, the unit operated from. the 
hostler's control The test panel is connected to the 


locomotive control circuits by tandard plugs and recep) 


At lett 


tacies and to the dynamic brake res eptac le of either 
Aleo-G.E. or E.M.D. units 


various switches and resistors necessary to complete the 


Inside the test panel are the 


braking circuits as in a cab unit 

With the test panel in the locomotive, panel plugs are 
applied to locomotive receptat les The locomotive is 
then started from the hostler’s control, and almost imme 
diately the panel operator throws panel switches to put the 
traking effect is then 


observed by feeling the retardation of the unit and by 


locomotive in dynamic braking 


observing the operation of the braking resistor cooling 


fan 





Kasv In or Out 
For Propane Tanks 


® The two-wheeled truck shown in the illustrations elim 
inates all heavy work in placing or removing propane 
tanks from the fuel tank carrier under passenger cars. The 
tanks contain fuel for the operation of Waukesha ice en 
vines and engine-generators used to supply air conditios 

ing and the electric light and power to the car. 

To pick up a tank from a storage platform, the truck is 
tipped up against the tank as shown in Fig. 1, so that the 
truck saddle rests against the side of the tank. The small 
lever between the two handles is then raised to lock the 
tank handle or grip securely to the truck. 

The truck with the tank attached may then be tipped to 
the position shewn in Fig. 2 and rolled to the car. The 
truck is of such 4 height that when it is in this position, the 
lower end of the tank may be pushed into the tank carrier 
under the car. Then it is only necessary for the operator 
to lift the locking handle and the tank slides into the 
carrie! 

When the tank is empty, its we ight is so reduced that it 
is a simple matter to slide it out of the carrier back onto 
the truck. The truck was de veloped on the Rock Island al 
kl Reno, Oklahoma. 


The truck is tipped up and locked to the tank at the tank storage platform 


Below: From this position the tank may be released to slide into carrier under car 





RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





Fig. | (at right The man at the left manipulates the jigs while the man 
on the right applies pressure wth a hand pump 

Fig. 2 ‘above The jig at the left, the cup and a push pin, (not shown), are all 
the tools required to replace studs 

Fig. 3 ‘below An old stud comes out through one of the holes in the jig 


Replacing Brush Studs 


As diesel traction motors come in to the B 
Maine’s North Billerica, Mass., shop porcela 
lator ire removed and replaced with molded type 
insulator This requires that the brush studs be 
out of the brush o ! replaced \ hand-ope 
press and two ji 

I he ss 1s show mn operation 1 bj ad 
doin wo ow n ki ; At the left 
channel, 3 id 2 in. high, having tw 
holes i ) 2p d to correspond to the 
between studs in i brushhe der ut 0 j ‘ " Z A new stud goes into place with aid of brass cut or mandrel 
brass cup which makes 
insulator and which is 
the cup will not reach 
placed over the insulat 

The first operation 
push rod, half of which is «maller 
stud, is placed between the ras 
bottom of a stud. while the bru 

g with the studs projecting down 

s pressure Ss apphed the 


and the stud is pus 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





From the Diesel Maintainer’s Note Book 





How a Slippery Rail Blew a Control Fuse 


By Gordon Taylor 


A two-unit b7 passenger diesel was dispatched from its 
home maintenance pom and operate d peries tly to the next 
division point, 100 miles distant 

A few miles after leaving the division point, the wheel 
slip relay operated and the 40-amp control fuse in the lead 
unit was blown. The crew replaced the 30-amp fuse several 
times but it continued to blow each time the locomotive 
was started 

The crew called back to the division pol by telephone 
and an electrician drove out to the locomotive with a new 
supply of fuses. He pulled various fuses, tested them and 
started replacing them. When he installed the fuse for 
the Mars headlight, the ‘amp control fuse blew 
immediately, He naturally associated the blowing of the 
control fuse with hi application of the Mars headlight 
fuse so he removed the Mars headlight fuse, and since a 
new 5O0-amp control fuse then did not blow, he dispatched 
the locomotive on its way without a Mar headlight 

He then notified the electrician at the next maintenance 
point to meet the train with a supply of fuses, and called 
attention to the trouble with the Mars headlight 

In the meantime, the locomotive crew encountered more 
trouble with the 30-amp control fuses blowing, but by ap 
plying more fuses managed to reach the next maintenance 
point, where they were met by the electrician 

The electrician at the second division point received 
the story of the crew about blown fuse He supplied new 
fuses and could find nothing wrong with the Mars head. 
light. He then tested the diesel units and found nothing to 
interfere with their operation 

However, when the locomotive again started out with 
its train, it did not move a hundred feet until it was again 
in trouble with wheel slip relay action and blown 30-amp 
control fuse 

At this point, a more intensive inspection was made and 
the jumper cable connecting the two units was discon 
nected, revealing some bad order contact pins in the re 
ceptac le at the rear of the lead unit 

One of the pins connecting with wire No. WS-LO had a 
portion of pin bent clear out at right angles, where it 
could contact other contact pin lhere were also two 
other pins which did not line up perfectly to fit into the 
jumper cable plug, but they did not seem to be in a posi 
tion to cause trouble as did the WS-10 ec: 


Phese pins were straightened up as we lla possible with 


mlact pin 


pliers and the plug again connected to the receptacle 
However, there was still a wheel slip relay alarm, until it 
was discovered that the wheel lip relay on the rear unit 
had its interlock contacts stuck together, having been 
burned and welded together 


These wheel slip relay contact pened and sepa 


The jumper cable connecting the two units was disconnected 


rated after which the locomotive resumed its run without 
further trouble. However, all division points were notified 
by telephone to not molest or tamper with the jumper cable 
at the bad order recepta le until permanent repairs could 
be made to the recepta le 

On the locomotive’s return trip, the wheel slip relays 
were repaired in the trailing unit and the bad order con 
tact pins were replac ed in the ree eptac le on the rear of the 
lead unit 

When the receptacle was repaired on the lead unit, it 
was discovered that a portion of the split pin No. WS-10 in 
the receptacle had bent in a position to touc h contact pin 
N-4. In fact, pin No. N-4 was badly burned where a por 
tion of pin No. WS-10 had touched it 

If the control circuit is traced, starting with the 30-amp 
fuse, it will be seen that it passes through the control 
switch to the PC wire. The PC wire connects one side of 
the wheel slip relay contacts for the purpose of lighting 
the wheel slip light 

In this case, however, when the locomotive got on slip 
pery rail and the wheel slip relay acted, it served to con 
nect the PC wire to the WS-10 wire. Since the split contact 
pin WS-10 was touching the \-4 wire, when the wheel 
slip action occurred, it connected the PC wire directly to 
the N-4 wire and blew the control fuses 

As in many cases, the circuit was not maintained con 
stantly but acted as a swinging contact, which made the 
trouble come and go in a manner difficult to locate 


At first it was difhicult to see how the locomotive could 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





have moved at all with the re« eptacle in the condition 
described. However, the contacts were such that every 
thing worked well as long as the locomotive wheels did 
not slip 

Since there was a lot of rain on the night in question 
there were a number of spots where wheel slip conditions 
were favorable, and that is what occurred. So a slippery 
rail and bad order jumper cable receptacle caused a very 
bad series of delays 


A flashlight should be used to examine the condition 


of contact pins in jumper cable receptacles to assure their 
being in good condition when the cables are applied 

(reat care should be taken to line up the jumper cable 
with its guide slot in the rec eptac le before the cable plug 
is pushed into the ree epta le 

The Mars headlight fuses feeds off the light circuit and 
is not connected to the 30-amp control fuse. Many times 
one can be fooled by some action taking place at the time 
he is performing some operation that is not related to the 
trouble at hand 





The armature mounted on rollers is turned a few degrees periodically 
as its temperature is brought up 


At right: The time-cycle controller mounted on the outside of the 
heater 


Portable Infra Red Heater 


\ HEATING DRUM employing radiant heaters 


and pol 


ished metal reflectors for 


preheatin electric parts 


including coils before applying them, for heating ma 
tures prior to banding, for curing stris hands, ete 
proving to be a useful tool in the Pt. St. Charles st 
of the Canadian National at Montreal, Can 

A total of 14 kw. of Chromalux radiant 
ments are arranged inside the drum as 
illustrations 


ops 


heatin ele 
shown in the 
The polished metal reflectors which form 
the periphery of the drum so redirect heat toward the 
center that the outside of the drum is alway 
to touch. The reflectors may be slid out from the ends 
for periodic repolishing 


s cool enough 


The heating elements are controlled by a percenta 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 


Inside view of the heater showing the arrangement 


of heating units 
and retlectors 





et peratin on a one-minute 
the timer control knob 
the power supply for any 
Thus it may be on for 


econds ind off JO. ets temperature 
require ad 
The naximum temperature t 


i itvle t if ifmature 


‘Fk with no closing of the ends of the drum 

verall height of the u a> it the } ‘ 

s 43 in. and the ig / in, which, expe 
shown may bye ree 

lhe heater was designed ind 


DD. Piggott 


under the dires tior 


imsistant 





3 Reasons why... 


G.E.’s traction system 
gives you maximum 
locomotive performance 


1—HIGHER CONTINUOUS TRACTIVE EFFORT 


In day-to-day ne itiv locomoti equi d with 
G-E traction motors consistently pr he apacity 
for carrying heavier ids. That ecause the GE 


752 motor has 15 percent higher ntinuous tractive 


effort, at comparable gearings, t ther motor in 


railroad use. This extra capacity unts in large 
measure for its record of low maintenance costs and low 
percentage cf failures two important factors in lower 
ing operating costs 


2—FEWER LOCOMOTIVE ROAD FAILURES 


Although flash: cur on al motives, road 


failures due to generator flashover ally un 


known on locomotives equipped with G-E traction 
generators, In actual tests, one G-E generator took 
over 400 flashovers without failure es that as 
sure low flashover damage includ nherently high 


machine stability mycale insulators 


which unlike the porcelain insulat r generators 
will not shatter during flashover nd rush holder 


shield that drastically reduces damage t the brush 


rigeing 


3—MINIMUM MAINTENANCE REQUIREMENTS 


One of the 


ef benefit h t tive control 
system can provide is relabilit It mportant to re 


duce or eliminate those | aggravat 





ing maintenance problems that ! me control rei 
systems. In actu test GE perated ee 
' ‘ 4 
J 
hundreds of thousands of mile 1 he mainline serv r we EE we cmorny wenn BE = 
iva To J a) 
ice with complete rehability | (2) ' 7 ot Sheena 
hae 7 < a oaondes 

Ask yourG-E Appa! itusSales repre tative for more 
information about the General Elect em 

the system that sets the indust t rd. Or write 


en Om yen ae G-E TRACTION MOTORS GIVE YOU 15% 
as HIGHER CONTINUOUS TRACTIVE EFFORT 


More working material in the GE-752 motor (12 percent 
heavier than any other motor offered for standard 
application) means higher ratings. The effective use of 


G F N Eb Q A L E LE CT H | C additional active copper and iron results in the most 
powerful traction motor available today. 


Progress /s Our Most /mportant Product 





G-E TRACTION GENERATORS ARE BUILT 
TO REDUCE LOCOMOTIVE ROAD FAILURES 


Because they are designed specifically to take flash 
overs in stride, G-E traction generators help protect 
your locomotive from frequent and costly road fail- 
ures. In most cases, if a G-E generator flashes over, 
it simply recovers and the locomotive continues its run. 





( . 
r{ a Ja } 
———————— = 


G-E CONTROL REQUIRES MINIMUM MAIN- 
TENANCE BETWEEN ANNUAL INSPECTIONS 


G-E control is simple in construction, with fewer mov- 
ing parts than other systems. In actual railroad service, 
locomotives equipped with G-E control have operated 
from annual inspection to annual inspection without a 
single detention being charged to the control system, 

















For straight, round, concentric wheel 
bores and more wheels per hour.. 


a 


CS — 





BETTs 


car wheel 








. Betts Car Wheel Borers are top-quality, high- 
je) ole bbl ot Loy e Mb ele Cod ebb ol-We (ole) CMe l-s-) lo pel-To MB Coys 


an all-important railroad job! 








~CONSOLIDATED MACHINE TOOL 


Ep A DIVISION OF FARREL- 





























COMPANY, ROCHESTER 10, N. Y. 


~ 


BIRMINGHAM CoO., INC. 





A NEW PROBLEM this month. If 
your experience or ideas can help 
with this topic, remember that 
it pays you to submit them to 


the QGA Editor 


Rebuilding Freight Cars 


For ordinary heavy freight car repairs, does it save 
time and money to assemble car sides or sections 
of car sides in a jig prior to their application to the 
car? 


= 
| 
ae 
‘a... 
7 ~~ 
- 


\ 


my 


Extensive use is made of jigs for producing sub-assemblies for new 
cars. Box cars on this railroad-owned production are being built with 
them 


A GREAT TIME SAVER, by R. Schey eneral superintendent 
car department, Nickel Plate Road, Cleveland, Ohio 
On our railroad we find that it is a great time saver to 
assemble car sides for hopper and gondola cars in a jig 
prior to their application to the car. In faet, for hopper 
cars we also assemble entire sections with cross hoods 
and inside and outside hopper sheets. A crane sets these 
assemblies directly on the car underframe Two benefits 
are derived from this a faster operation and a more 
accurate fit. An accurate fit is not always possible when 
individual pieces are laid in place on the underframe 

Up to the present time we have not been confronted 
with complete car sides for box cars. Should this develop 
in the future, we would also assemble box car sides in jigs 
for application to the underframe and ends. This would 
be done rather than layin up the posts and sheets 


individually 


a ne ae 
Toot Win nm 
aid eel 


What can be done to eliminate the moi ture contained in the compressed air 
delivered to the bell ringers and sand traps of diesel locomotives, or what can be 


done to prevent failures of these devices that are caused by this moisture 


Waterproofing Diesel Electrics 


Can diesel electric locomotive interiors be water- 
proofed so they ean be spray cleaned without 
damaging the electrical equipment? 


DON'T BE AFRAID TO SPRAY THEM, by C. W. Martin, as 
diesel electric, Baltimore & Ohio, Balti- 


more, Diesel electric units can be protected from mois 


sistant engineer 
ture, but why “waterproof” the locomotive interiors? 
If the electrical apparatus is kept clean and coils 
are painted with a good grade of insulating paint, the 
only troublesome spot that | know of is the grid resis 
tors that are insulated with mica washers and mica tubes 
A good coat of red vlyptal or the equivalent to seal the 
mica from moisture absorption will protect this spot 
Heresy, undoubtedly, for those who have never tried it 

| have personal knowledge of a diesel maintenance 
shop where the following was daily procedure for a 
number of years The locomotives involved were four 
unit model FT’s, as vulnerable units for such treatment 
as has seen service on American railroads. Immediately 
prior to dispatchment after all mechanical and electrical 
work was completed, the locomotive was placed outside 
the diesel shop. Two laborers, each equipped with a 
steam cleaning gun, started at one end of the locomotive 
and sprayed everything inside the engine room except 
inside the main generator and inside the electric lockers 
One laborer worked down each aisle of the unit. Satu 
rated steam at 100 psi, the wetter the better, propelled 
a detergent against the engine, ceiling sheets, side walls, 
generator pits, generator housing, outside of electric 
lockers, ete. 

The engine room immediately filled with vapor to such 
an extent that the laborers worked by feel and intimate 
knowledge of the unit rather than by sight. Vapor fog 
prevented sight of other than general outlines. In twenty 
minutes the interior of four units had been sprayed 
Immediately the two spray gun operators, assisted by a 
third laborer, who had helped handle the hose lines and 
the detergent barreis, picked up the water and the dirt 
from the unit floors, generator pits and around compres 
sors with cotton mops and mop buckets. In another fifteen 
to twenty minutes the floors and pits had been mopped 
and the locomotive was leaving the ready track. On 
“short calls” the locomotive frequently departed from 


(Continued on page 84) 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





Guestions aud Answers 


Alter Cooler 


6-SL Brake Equipment RE AIR 0 6 


\ Lhe \ 4 After ( ooler | i ) med tor the | 


{ \ ‘ 
f ymotive : t cooling main reservoir a 


WYO Where is the after cooler located’ 


\ the pipe between the first ar 


et irs (Plate LO 


Wilo > What does the after cooler consist of ¢ 
| etwe 


\ It consists of two header 


W 1-Q—For what service was the No. 6-51 brak 1 i" he j 
designed? sted —— tube 
\ This equipment was ce rhe { iiapel ! Pamphlet 46-15 Pa 
ces lor use on Diesel-Eleetric and other elect: 
= Wil4)—What is the cooling effect 
cooler equivalent to? 


\.- Approximately 100 feet of 144 tron pipe 


of this type of after 


lriven switehing locomotis 


W 2-0—— What is the purpose of the basic 6-51. brake equip 

ment and how does it compare with former 6 ET and 

14 ETL single-end equipments? W 12-4) Deseribe the A-2 after cooler 

\ The basic 6-5] equipment was designed to pt \ lhe finned tubes are connected iv 

iutomatic brake operation It ha headers by means of Wabcotite fittings with special 
t leakage 


further 
parallel to the 


single end. single unit 
features «of the brakes pore 
elf-lappur 


the operat wkir ups to seal the joints again 


idditio t has a 
distribution of air flow 


W1S34)——What insures uniform 
through the tubes? 
\ Lhe inlet header is provided with throttlin 
of air flow 


. devices 


Pamphlet 5046-15 Pa 
, lesioned to insure uniform distribution 
Wo 0) What limits the speed of respons when the trvete 


pendent brake valve handle is moved? 


W144)——How are the pipes connected to the after cooler? 


limited 
if one header and 


\  Promptness of response is 
ty of the O-KR distributing valve 
the brake vlinders sutlet at bottom of the other, are pl 
ids for Wabcotite fittings 


\ Vhe pipe connections inlet at top « 
vided with fl inged 


Description of Parts 
Automatic Drain Valve—Plate 10 


Pamphlet M1 -1o PPage 5 0 
equipment? W 15-4)— Where are the automatic drain valves located and 


W4-(——What are the parts of the basic 6-51 
what is their function? 


\ Au COMpPPessor and yovernor, Main reservoirs wit 

ilves and safety valve Brak \—-One, located on the first 

pedestal, equalizing reservor noisture from that reservoir. Another, located in the 
pe between the after cooler and second n 


brake valve, filters, dirt « 
charg the olsture trots ifter cooler with each 


auges, emergency 
brake cylinders. dead engine fixtures. emery 
perating cycle ot the Cormipre ernotr ind | \ 4 


valve. KM vent valve and various cut-out Te 
net 


main reservoir, drains 


olers, automatic drair 


distributin 
iin reservol 


ind couplings. dummy couplings. et 





W5-Q—What type of air compressor is used with thi W164)——What does the automatic drain valve consist of 7 
equipment? \. The automatic drain valve, Fi b, consists of a 
\ - ype +-C)) motor driven compressor " y containing ball check valve seat (6) 
yet e stem (3 valve lower valve 
W6-— What type of compressor governor is used? liaphragm (9 ) follower 


\ I hye S-16 Compressor 


(,overnor -the aut hragm sprin 
ible safety valve type 

W174)——What chambers are connected to the body and 
what do they contain’ 


m ' 
arribvet aay nee ‘) Puiner i! 


2) bolts to , | j body ind a 


of the sump 


, 
“orvors 


W74)— What is the function of the main re : ‘ 
\ ' ct 
\ As with all equipment, the two main reservoirs a \ ‘ 


used to store and cool the compre ssed air furnished 


They also accumulate moisture 


the air compressor 
in. dry ait i 
: Deseribe the pipe connections to the automatic 


w other foreign matter 


the brake s\sten 


valve 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





Questions and Auswers _ 


\ he ty ’ O) which connect the 
draj ive to the main t ol pipe are bolted to 
the irl chamber. A flange y provides for the pipe 
connections to the FA-4 magnet valve and the drain 
opening is tapped for 1/4-in. pipe 


i ,” 


19-)——Deseribe the normal position of the parts of the 
automatic drain valve 

A. The automatic drais ilve in its proper 
position in Fig. 4. wh hut 1 (9) is inclined, and 
the drain port f the diaphragm 


thus preventi i! cur f ale on the 


diaphra mm 


W 204)—-Is there any discharge of main reservoir air at this 
time? 

\ No Sprin ippe ‘ ) ind ball 

in the lo { ) il wh ott seated on 
alve seat (6 


check is normall 


past the ball 
discharge of 
ir, Spring and lowes 
alve stem away trom contact ith ower side of ball 
check hh) when there 4 TL iit ! ure under dia 


phira m (9) 


W214)——What happens as the air compressor operates? 
\ As the air COMPessol 


operate ind moisture is 


pres ipitated it is colleeted in the imp 29) ind the 


drain chamber above the ball check valve 


W22-)——What action takes place when the compres-or 
governor functions to cut off power to the compressor 
and magnet valve? 


\ Air flows through the o et ive to the unde 


side of the diaphragm, deflecting it upward, causing 


diaphragm follower (8) and be 


the ball check from the lo 


len there 


W28-0 


valve? 


What takes place during the movement of the hall 


\ \ passage is pros ided from the drain chamber and 
sump chamber to atmosphere which permits main reset 
voir au to qui k} clisehas iccumulated water from 


the drain chamber 


24 (> What happe nue when this movement is complete a? 
A Phe ball valve i held to it eat by an pressure 
under the diaph igi, preventin further discharge of 


water and ait 


25-0-— What action takes place when the governor fune 
tions to cut in power to the compressor and magnet valve? 
\ The magnet valve vents the ir from the une t sich 
of the diaphragm and it pris moves the fol 
that the lower 
breaks contact ith the ball check 


main reservoir air and valve sprin bh) move upper 


lower (8) and diaphras downward 


valve stem ¢1) 


valve stem (3) and ball check ) 
the ball check 


lownward so that 


seated on lowe ive seat ty) 


26 A What is the result of this operation? 
\ The operation again discharge » definite amount 
of water as explained for the 


hall ‘ hee a 


vard movement oft the 





General Motors 


Diesel-Electric Locomotives 


This is a new series of Questions and Answers perta 

o General Motors diesel-electric locomotives. The reterence 
» manual and page numbers in the text ndicate where the 

original matertal may he found n the builder's fechniva 
ublications or instruction manual These are usually 


hle to authorized employees on each ra 


Dynamic Braking 
Vanual S10 pure ie $19) 


(,356-O— Deseribe the action for completion of the field 
loop cireuit. 


\ By moving the transition lever from the OFF to the 
KB position, a contact in the controller energizes the BG 
wire throughout the locomotive. Taps from this wire 
energize the battery field contactors in each unit, there 
by completing the held loop circuit, 


(,3574)—How does this affect the battery field on cach 
unit? 


\— The battery fields of all generators are now in series 
and are energized from the operating “A” unit 


(,358-4)—What assurance does the field loop connection 
give? 
\— This series connection (the field loop) assures that 
each main generator is excited with the same amount 
of current 


(,359-4)—What controls field loop current? 
\. The field loop current is controlled by the move 
ment of the transition lever in the dynamic braking 
range. The lever operates a variable resistance in this 
eireunt 


(,360-9—Why is the output of each main generator 
identical? 
\ Since the speed of each engine is held at Idle (275 
RPM) and each main generator has the same exciting 
current. the output of each main generator is identical 
The excitation of the traction motors in each unit is the 
same, 


(,361-)——How is equal braking on each unit assured? 
\ Because all umts of the locomotive generally have 
the same gear ratio. the traction motors will be turning 
at the same speed Phe braking effort of each “motor 
will be the “ititie 


(362-4) 
\ lo prov ile the same resistance in the field loop ow 
cuit regardless of the number of units in the consist 


What is the function of the unit selector switch’? 


(,363-)—Does it make any difference if a unit is isolated? 
\.-No. The main generator field of that unit is still in 
the field loop circuit, and if one unit is isolated, the 
unit selector switch is not changed 


6.364-Q— What is the set-up in the event that the last unit 
is a “B” unit? 
\—A shorting bar at the back of the receptacle cover 
will close the field loop when the dynamic brake jumper 
is removed from the receptacle in the trailing end of 
that unit 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





Friction no problem whe: 
iring ar? the loa R 


The Timken Company uses steel containing nickel 
in bearings for “Roller Freight” cars 


THESE GIRLS ARE ACTUALLY PULI er alignme 
ING the car. In facet 

dray virtual disappea vner mone hi 
“a load ride a) Vimke 

roller bearing 


metal, let 


They roll the load instead 

of sliding it. oboe ina 
No sliding, no hot box problen publication 

There ist not enough friction form th 

Axles turn on rollers and races of to outline 

limken’s own special steel forti 

fied with nickel. The addition of Cutaway view 

nickel makes possible hig! hard ; eHiage 

ness pl . - \ , 

cordingly, Timken tapered roller 


bearings with their positive roll 


INCO THE INTERNATIONAL NICKEL COMPANY, INC. 82.%2..%'%%¥ 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





Questions aud Auswers 





6365-4) 
A The field loop contactor in that unit remains de 


energized and in this position closes the field loop cir 
cuit 


What happens if the trailing unit is an “A” unit? 


Dynamic Brake Warning Relay 

(,366-4)—What is this relay? 
AA voltage operated relay connected in parallel with 
the No. 4 grid in all units equipped with Dynamic Brake 


G3674) 


A This relay is set to close when the amperage through 


When does this relay close? 
the grid reaches ipproximatel OOO amperes 


(,3664)—How is this amperage determined? 
A ty the voltage applied to the grid 


Fairbanks-Morse 
Diesel-Electric Locomotives 


This serie of Ouestion ul Answers pertains to 
Fairbanks Vor ¢ 
fo manual and pag umbers indicate where the 


the builder tech 


locomotives. The refer 


nanual These are 


plover or Cart 


447-0) What ie the dut»y of the Forward and Reverse 
Sanding Magnet Valve? 
\ Ifo control forward and reverse mndin 


S484) How are thene magnet valves 
A $y sanding Pressure Switch through reverser inter 


look 


energized? 


Bulletin 1706, 132A, Page 7) 
b4A94) 
\ lo connect main generator t hattery for starting 


How do the Engine Starting Contactors function? 


the engine 


350-4)—How are they energized? 
A-From the Isolator through the Exciter Field Con 
lactor KI open interlock ) 


£3514)—What is accomplished by the Generator Field 
Breaker? 
\-Energizes propulsion control circuits from throttle 


F352-)—What is the purpose of the Generator Field 
Contactor? 


\ Limits 
braking Normally ( losed except in dynamic braking 


venerator field current during dynamic 


Bulletin 1706, Section 132A, page 


£3534)—How does the Ground Relay (GR) function? 
\-The Ground Relay, which has a remote reset button 
on engine control panel, is energized in « tofa ground 


in the main power cireuit, 


£354-Q0—-What are the indications if a ground occurs? 
A—-Alarm bells ring in all units and white lights are lit 
on engine control pane lof unit affected 


F3554)—What action takes place if the relay trips when 
motoring? 
\ De-energizes T.V. (throttle co: or! to bring et 
gine speed to idle and de-energizes exciter field con 


tactor hl lo remove power 


£3564)—What happens if relay trips while throttle is in 
Sth or Oth position? 


\ The Governor Solenoid 1y\ huts enuvine dows 


3574)—What happens if the ground delay trips during 
Dynamic Braking? 
A-Power Contactor (P-1 de-energized to drop 

braking on unit affected. TV is de-energized to bring 


engine to idle 


F358-O— What is the purpose of the Generator Surge Relay 
(GSR)? 


\ This relay is so designed to energize in the event 


{a main generator flash over 





nfinued trom pa 


the ready track womediatel 
pleted ind the mop-up wa enroute to the 
transportation yard Durin praying the diesel engines 
turned over at fourth notch en 


When the three laborers climbed dow 


room, averaut thirty minutes and maximum forty min 


from the engine 


utes after beginning to clean the four engine rooms, they 
were clean enough to pas the inspection of the most 
fastidious ICC inspector or railroad oflieer, Each loco 
motive in the pool received this thirty inute treatment 
every three days This was the « y cleaning necessary 
to dispatch ean engine ro mad e FT units had 
as many oil leaks inbound as anyon comotives 

This program can be accomplished by anyone with a 


little ba knowledge of a diesel electric unit and a 


desire for clean engine rooms. Locomotives in this poo 


handled heavy high speed merchandise trains, operated 


it full throttle over the major portion of an 1,150 mil. 
run, were equipped with dynamic brakes and did not e 
perience any ground relay or control ground defect- 
after the cleaning program was inaugurated that could 
he traced to spray cleaning. In fact. defects due to ground 
leakage were practically unknown. Both control and power 
wiring of the above units was varnish cambric insulated 

With this experience behind us, wonder why on today’- 
locomotive units with RH rubber neoprene conductor: 
ind duct enclosures which ire not tight but are sloped 
to drain and are open enough to breathe mnvone would 
want to “waterproof.” Electrical cleanliness will make 
modern equipment like a ducks back —the water wil 
run off. An additional thoueh! is that clean water will 
conduct very little current at the potentials involved in 
ocomotive us 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





HOTELL HN LATE 


De ft 


a] 


International builds cabooses in any quantity — with economy and speed. 
During the past five years we have filled numerous orders for single cars with the 
same service and attention as orders for 50 and 75. Orders for 1, 2, or 3 cars are 
no problem to us. They are constructed as additions to whatever large order 
may be in the shops at the time — with resultant economies all ’round. Small roads 
with limited caboose requirements — and larger roads that would replace 
out-moded cabooses on an extended program — will discover International can build 


to suit your railroad’s exact interior needs, without penalty for small quantities. 





General Offices: 814 Rand Bidg., Buffalo, N. Y. 


LeKTauONd RAILWAY CAR CO. 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 















Down 
the 
same 
line 
with 
new 


—and every on 


ACIUYEC 


WE VOM 
for nnal exchange 

carrus the same 
warranty as New 


cate percentage ot the | | ll see on our 


production line the ( ay ; ut ave come 


back for upgrading to includ ¥ of st ““*( 


engine features 


Railroads are 


Electro-Motive modernization servi 


finding it pays to t advantage of 


pecause 


(a) | pgrading of the engine pays for direct main- 


tenance savings in four years or | 


(b) Horsepower can be increased up to | enabling 


the locomotive to pull more tonnage— with substantial 


avings in train-miles 


(c) Lower costs are assured by Electro-Motive’s policy of 
bringing to remanufacture the same producti n-line 
efficiencies and economies developed in original man- 


ulacture 


(d) Every engine remanufactured and modernized by 
Electro-Motive carries the same performance warranty 


as a brand-new unit 


When the miles are run out on an engine, generator, 





traction motor or other major locomotive assembly, tha by c ndition of the old a 


the time to order ““Unit Exchange. ! ly | than half the price 


You receive immediate shipment of a fully modernize ; or consult your local 
unit, F.O.B. our nearest Factory Branch, and then trad atiy you'd like more informati 


in your old unit. The cost of the exchange is determine Unit Exchange”’ service 


ELECTRO-MOTIVE DIVISION - GENERAL MOTORS 


La Grange, illinois Hiome of the Diese ocomo © 


gional warehouses and Fa 


Er gine remanufacturir g service otto Gra ge, Halethorpe, Jacksonville, Salt Lake City « 





Here’s why Fi RK. laa 4 GH 7 
SOLIO JOURWAL 


It’s not just a question of low initial cost: you also 


choose solid-type bearings because they offer the utmost 


in load capacity, protection for lading, ease and simplicity 


of maintenance and many other advantages. They all add up 


toa BIGGER NET RETURN per car dollar invested. 


a you get up to 10% more cars for your 


money, up to 10% more car availability, 
and hence more freight revenue per car dollar 
invested with low-cost solid bearings. But there 
are many other inherent advantages, too, Let’s 


take a quick look. 


1. Unrestricted as to Speed and Load 


Steel, stone, ore — you can take the biggest loads 
with solid bearing cars — sometimes up to 20 tons 
per axle. But solid bearings reduce these maximum 
loads to about 700 pounds per square inch — well 
within bearing capacity. Compressive strength of 
the babbitt at highest normal temperatures is over 
7200 psi. With oils of adequate film strength and 
stability you can always operate solid bearings with 
loads up to axle capacity. 

What about speed? Oil film pressures increase 
with speed. You get a thicker film of oil that more 
than compensates for any viscosity change. Oil film 
thickness is the criterion of solid bearing safety. 
With solid bearing cars you're actually better off 
in the higher range of freight train speeds. 


2. Ease and Simplicity of Maintenance 


The AAR journal bearing assembly is a simple 
standard. Internal parts can be easily inspected or 
removed — without special tools or equipment, with 
the minimum of effort and time. 

There’s no need for expensive shop facilities and 
no skilled labor is required. Stocking of parts is 
simple and replacements are always available at 
any repair point of any line in the country. More- 
over, it has been demonstrated many times that all 
labor and material costs for solid bearing main- 
tenance come to less than the fixed charges alone 
(interest and depreciation) on the extra investment 


required for expensive roller-type bearings. 


3. Greater Protection for Lading 


With solid journal bearings lading gets the smooth- 
est possible ride on standard freight car trucks. 
That’s because solid-type bearings cushion lateral 
shocks and vibrations. There’s '/2” free lateral 
movement of the bearing on the journal, and lateral 


shocks are flexibly controlled—not rigidly opposed. 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





CAKS WEEO 


This simple, standard solid journal bearing 
assembly is the most practical, most economi 
cal type of freight car bearing obtainable 
What's more, there are low-cost means for 
improving it still further, without departing 
from the inherent advantages described be 
low. That's why solid bearings are right for 
railroads—in performance and in cost! 


This means less wear and tear on car bodies, trucks, 


wheel flanges and rails, too! 


4. Weight and Resistance Advantages 


In motion the solid bearing glides on a film of oil 
like a skater on ice. Dynamic resistance of solid 
bearings is as low or lower than that for any other 
type of bearing — averages less than one pound pet 
ton regardless of the outside temperature or speed 
of operation. 

Solid bearings also save many tons excess dead 
weight on every moving train. Lighter weight, plus 
lowest possible resistance in pounds per ton, puts 
the maximum tractive effort of the locomotive to 
the business of moving goods. 

You need less horsepower hours of energy to 
move a train from A to B when cars are solid- 


bearing-equipped. 


5. Improved Dependability in Freight Service 

Solid bearing performance is getting better all the 
time. In 1954, there was only one set-off for every 
15 cars — equivalent to each car operating 15 years 
per road failure of a bearing. And this average cat 


was almost 20 years old. You can bet that other 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 


hearing types would have a tough time trying to 
beat that record, 

Better still, the means are now available to re- 
duce journal box servicing requirements and get 
still better solid bearing performance. Periodic 
servicing—on a calendar basis—and 3-year repacks 
are just around the corner. Improved bearings and 
lubricators are now being installed. Bearing and 
dust guard life will probably be doubled. 

You save money in many ways with solid bearing 
cars, and you will save even more in the future. 
With so many inherent advantages, you just can’t 
beat solid-type bearings for railroad rolling stock! 

Magnus Metal Corporation, 111 Broadway, New 
York 6; or 80 E. Jackson Blvd., Chicago 4. 


Solid Bearings 


MAGNUS METAL CORPORATION 





Subsudiary of NATIONAL LEAD COMPANY 





7 G-E replacement parts for better locomotive operation 


1. G-E MOTOR SUSPENSION 
BEARINGS with oll-return groeves 
can save you up te $85.00 for 


each lecometive unit annually 


How G-E Motor Suspension Bearings 
Give Long Life, Low Maintenance Costs 


With General Electr oil-return tracti t sition resists breakage and wear under today’s tough 
suspension bearing i iIssenge! é ing operating conditions. Their rigid construction, which 
10,000 miles per month, 1s capable re ‘ i helps keep them tight in the axle-caps, means still 
consumption approximatel less wear on bearings and traction-motor gearing 
iccomplished by ofl-return gs To get the performance you originally bought, al 
at each end of the bearing. Thr: ways specify genuine General Electric traction-motor 
excess lubricating oil is returned to suspension bearings-——the bearings that are designed 
not onto the roadbed is an integral part of your G-E traction motor, Gen 


In addition, G-E suspension rings are ideal { eral Electric Co., Locomotive & Car Equipment 
high-speed railroad serv 8p | coms Dept., Erie, Pa 128-25 


Progress /s Our Most /mportant Product 


GENERAL @® ELECTRIC 


ie G-&8 RECOMMENDED CARBON BRUSHES a G-E GEARING is designed and quality- 
are selected for the proper degree of hardness contre! manufactured to carry the heavy start- 
and grain structure to minimize weer and ing leads and take the running shock loads en- 
tear on commutator surfaces of your unit countered in today's heavy railroad service. 


4. G-E RESISTORS have floating steel 
backbones thet expand and contract freely 
with high temperature changes and therefore 
are not subject to harmful buckling forces. 

















5. G-E COMMUTATORS retain smoothness 6. G-E ARMATURE COILS ere available y fs G-& CONTACT PARTS break 


in rigorous service because high-speed, high- os port of complete rewind kits for your cirevits quickly with a minimum 
of 


temperature seasoning process sets segments convenience. Every coil is dimensionally metal transfer. This assures you 


firmly in place, cuts down friction wear and tear accurate and quality insulated for longer life long service life from these parts 





Dayton Cog V-Belts are 
ruggedly built of special 
materials processed to 
withstand the punishment 


of tougher railway service. 


Major railroad cuts drive costs 
in half with 





Dayton Endl 
vide tremendou 
have great 
amazing tie 


and are he 


Dayton Endless Cog-Belts* 


Seaboard Airline reduces diesel and air conditioning drive 


replacement costs 50% by switching to Dayton Endless Cogs 


It all started when the Seaboard Airline R 


road Now Seaboard Altrline 
called in Dayton Field Engineers to find 


ery nad oy seq exclusive 
ff improving drive performance. A change-over t 
Dayton Endle Cog-Belt 


tandara \ Be t 


Dayton Aubbex 
(Dus OF PROGRESS 


W orld’: Large Vanufacturer of V-Belts 
Specialized Railroad Repre entatly 


Cn iv), Ck Veland, 








NEW DEVICES 


Superintendent’ Tells About 
Stripping Railroad Cars 


In stripping the mar its of heavy | 

} t | j ht & : v\ re ° 
. "df Railway Drum Pumps 
enname: rom cual Vi had tried Tian’ ; 
kind of paint move} vithout SUCCES fliic handling 


engine crank 


Lhe y Were “all 1y\' veling high cost strip cast emptying Menih anaiei ‘exanhons: 


pel that had poor penetrating effective pre-charging diesel engine oil lines after 


erhaul and transfer of oils, antifreeze 
| , ;, | ind other fluids 

,u j 7. < 
apy lCALION : —. ani ort Oi re ult [he outht pullips ¢ oe from original 


ness and in many cases required several 


. ‘ ; niainers and ope es all drums witt 
| he n I tried \Mlagnu triput I rom the 3 ’ in. bung opening or open head drum. It 
to 5 da required lor the others, Stripit is lignt in weight, o 13’ lb, and can 


took le than S hou (‘ars which had ily switched from an empty to a full 


| { high volume pump will handle 
‘ hen coats of paint took less than 8 per min of SAE 20 motor oil. Air 
one how Verall vith Stripit it has ype ed, the unit functions on air pressure 
taken fewer man-hou to do a better » to 200 psi. Graco Railway Depart 

; ment, Gray Company, It Graco Square 
more thorough job of preparing cars for Ce 


refinishing 


Prove tO vou elt the etlective action of 


Stripit. Try it for 30 da if you're not 


satishied that Stripit dor a better lob 
et the 1 ed pnertio ( ’ tn , 1.8 ° 
is i : or ) : a for complete Self-Sticking 
a a eee Numbers and Letters 
W rit tO Magnu tad South Ave nue, These numbers and letters are made of im 
( fil wood \ J hor thi trial offer pregnated cotton cloth with a temperature 
istant pressure-sensitive adhesive They 
"Sul erintendent { e kKastern Railroad me mounted on a dispenser card which 
ects the adhesive until used, and are 
tlable in six size. ly ‘ l'y 2% 3! 
> in. in height; the alphabet and nun 
0 through 9, and dashes 
Phe product provides a low-cost method 
of marking bays, bins, columns, shipping 
RAILROAD DIVISION i containers, machines and other equipment 
¥ The manufacturer states that tools, brushes 
ink metal stamps, ete are done away 
MAGNUS CHEMICAL co., INC. will this identification system MW H 
Brady Company, 72: W est Glendale street 
WVilwaukee 12 














RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





NEW IDEA in passenger car 


heating... 
OGONTZ Comuectair 


DESIGN 


prevents dangerous 
hot heater guards 








A TOO-COMMON PASSENGER COM 
PLAINT, when the heat is on full blast, is 
that of uncomfortable and dangerously 
hot heater guards. The remedy? A new 
idea in car heating Ogontz-design 





Convectair guards which produce large air movem 
keep guard temperatures at safe levels, without 
heating efficiency. 

nput 
Convectair remains up to 40% cooler than a guard of ¢ 


Comparison tests show that for a given heat 
ventional design. Other Convectair advantages 


e Suitable for steam or electric systems 
e Fits existing cars 
e Provides all the floor heat needed 


e Makes window seats more comfortable Send for Bulletin 1155 


Any new car or car modernization program is incomplete 
without full consideration of Ogontz Convectair heater 
guards. Ask for the whole story. 


OGONTZ CONTROLS COMPANY 


STRIBUTOR F R TH « Gull ho CONTROL SYSTEM BO THE TRANSPORTATION INDUSTRY 


8029 YORK ROAD > PHILADELPHIA 17, PA. 











DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





NILES 52’ CAR WHEEL LATHE in the B& O's Ivorydale 
(Cincinnati) Shops verifies the B&O slogan “constantly doing things 
better,”’ by re-turning car wheels 140°, faster than the lathe it replaced 


NILES HYDRAULIC AXLE CENTERING MACHINE in the B&O's 


Glenwood Shops assures high production and low waste by automati- 


cally centering or renewing centers on axles prior to turning. 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





CLOSE-UP of the turret on the Niles 52” Hydraulic Car Wheel NILES HYDRAULIC BURNISHING LATHE Glenwood 
Lathe profiling and flanging tools in simultaneous operatio (Pittsburgh) Shops is saving at the rate of 1,000 man hours for 
his lvorydale installation was the first equipped with hydraulic the first year and its fully automatic operation does better 
feed traverse and contour profiling work uniformly 


SHOP SCENE at Ivorydale shows four of their modern Niles 
Railroad Tools in operation . . . Left Rear: Niles 52° Car 


Wheel Lathe; Right Rear: Niles 48” Wheel Borer at work NILES 48” HYDRAULIC WHEEL BORER hub facing and 
Right Center; Two Niles Center Drive Axle Lathes. Fore hub turning at the Ivorydale B&O Railroad Shops , 


ground: Stocks of axles and wheel sets before operations. 


BALDWIN -LIMA -HAMILTON 


Hamilton Division * Hamilton, Ohio 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





G2 EM tia: PERRI” <a PS Bam 


DA FE ag oe 


Tough Parts 


Cleaned Faster 


Workman inspecting 
Diesel cylinder head 
alter clear 7 will 


lix Diesel Klean Heavy 


WHY NOT LET LEX HELP You 
WITH YOUR TOUGH CLEANING JOBS? 


All working parts of Diesel Locomotives, such as 
Pistons, Liners, Bearings, Lube Oil Coolers, etc., 
that are sometimes real pre byl ms, are cleaned faster 
and more thoroughly with Lix. Time and hard 
labor 1s reduced toa minimum 

No brushing or s raping is necessary Just soak the 
parts in Lix and rinse with water or mineral spirits 
Ic is harmless to all types of metals during their 
cleaning cycle 

A Lix representative will be glad to demonstrate in 


you! shop how he can ive you time and money 


Write, Wire or Phone today 
or free demonstration in your shop 


CORPORATION 


(OF MISSOURI) 


716 EAST 85th STREET, Dept. RL-12 
KANSAS CITY, MISSOURI 


paeooucts of 
Sess aecr 


" Leadershifa in Dudustriial Cleaning” 








NEW DEVICES 


( ontinued 


Motor Alternator 
V oltage-Frequency Control 


ly pe VF controls are made up of compact 
ntegrated single packages for precise regu 
ion of both voltage and frequency of 
motor-alternator set and inverters. Mode 
VEO is for 60 « outputs and Mode 
VEF-400 for 400 evele outputs The control 
| iron any d- sores 
output voltage, within 

ratings o controlled machine 
Standard units control both output volt 
ind’ frequency to within plus or minu 
Models for control within plus 
ent also are available 


on, 314 Pearl 


itor aut 


aluminur bro 
from O.O40 in. in 
ised 
4 single motor 
possible by ady 
and developmer 
r supply. Sin 
offer detinite 
The cor 
ent ratil 
Compe 


60 hast 


Torque-Limiting 
Wrenches 


he 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





CASE HISTORY 


The Engineers Waer 
Report Waition Rcific RRO, 


rinm 


Special oil maintains high average mileage record! 


How RPM DELO Oil R.R. prevents 
wear, corrosion, oxidation 


STANDARD OIL COMPANY OF CALIFORNIA, San Francisco 20 + STANDARD OIL COMPANY OF TEXAS, Ei Paso 
THE CALIFORNIA OIL COMPANY, Perth Amboy, New Jersey + THE CALIFORNIA COMPANY, Denver |, Colorado” 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 














CRANKSHAFTS 








































Chromium Plated 
by 


| | fi 








OLEAN, NEW YORK TERRELL, TEXAS 


RAILWAY LOCOMOTIVES AND CARS * 


maximum of 2 lb. They are precision made 
with a fixed head bearing pin, improved 
and handle 
end seal. The devices use a torque-limiting 


roller block, side adjusting seal 


principle instead of dials, scales and other 
indicating units. When the desired torque 
et on the micrometer type handle is 
reached, the wrench releases automatically 

The new line of ten wrenches includes 
models with 4, %, %, and % in. drives 
with plain and ratchet heads in capacities 
from 5 to 4,800 in. Ib and 100 to 500 ft Ib 
Heavy duty models have extensive applic 4 
tion in the manufacture and maintenance 
of diesel engines for locomotives, truck 
tractor ele Plomb Tool Company, Le 
Ingeles, Cal 





Hub and Shaft 
Fastener 





(ripspring | in assembly for tastening 
hubs onto shafts without the use of spline 
or keyways. It consists of a straight eylis 
drical shaft and hub core and is said t 
have all of the advantages of a shrink fit 


without any of its disadvantages 





In use, the device is wedged between the 
hub and shaft under heavy pressure made 
possible by use of hand tools, Its outer 
ring expands and the inner ring contracts 
Because no clearances are present, it pro 
vides maximum torque for a given shaft 
diameter as full strength of both shaft and 
hub is utilized 

Advantages claimed are elimination of 
stress concentrations and notch effects; n 


relative motion, backlash play and hammer 


ing; elimination of grinding; less weight 
and space no fretting or corrosion; per 


fect seals against air and liquids; elimina 
tion of costly machinery and hand-fitted 
assemblies: ete, ( S futomatic Corpora 


tion, Amherst, Ohio 


Non-Ferrous 
Metal Cutting 


\ development based on the Helias we 
ng process provides a method of cutting 
non-ferrous metals with a gas-shielded ar« 


Heliare cutting is said to produce a saw.-like 





1955 





DECEMBER, 


Oo Oo... G4 



































CosTS SO LITTLE... 
GIVES SO MUCH PROTECTION 





Today Barber Stabilized Trucks are a greatei bargain than ever 
because their savings are greater! Higher speeds mean more 


chances for costly damage to ladings and equipment 


Barber Stabilized Trucks provide a safe, dependable system 
of suspension and protection. Actuating springs, friction shoes and 
wear plates work together as vertical damper 


and truck resquat 
ing devices 


Bumps and bounces are cushioned and compensated, 
nosing and violent swivelling prevented. Thousands of damage 
claims are completely eliminated; your equipment is protected; 
rail pounding and track maintenance are reduced 


We firmly believe that nothing you specify does so much for 
your railroad yet costs so little as Barber Stabilized Trucks! 
Standard Car Truck Co., 332 S. Michigan Avenue, Chicago 4, Ill 
In Canada; Consolidated Equipment Company, Ltd., Dominion 
Square Building, Montreal 2 


Specify Smoother-Riding BAR Fe ia ke 


STABILIZED TRUCKS 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





Manufacturers’ Literature 


speed is greatly 





cased 1 edge preparation and cutting 
Following i @ compilation of tree literature 
facturers to the railroad industry. Circle the 
information 





‘ are educer eliare cutting employ 
pamphlets and data sheets offered by manu U 
il emper ire ligh-veloci 
number(s) on coupon below to receive desired s a mead 
Request will be forwarded direct by the manufacturers 


4 tungsten electrods 








—— = i ‘ e being it, The energy of the 
if reat . nd ejects a thin sec 

SNOW PLOWS } 4 , ! 

j 


of ‘ ne s kerf The jet-like 
| ! j i 


10. HOSE COUPLING 


chanized 


haniz 


AUTOMATI( BOILERS 


11. STAINLESS STEEL FASTEN 
INGS y Staml ’ ( 24-4 


> 


i TURBOCHARGED ENGINE 
I ' . errous field Major changes 
equipme 


tarting 


REINFORCED PLASTIC 
/ } 


’ / 


CAR LINERS 


GAS CUTTING MACHINE 


BATTERIES 
4. CARBON TETRACHLORIDE 
STORAGE TANK VENDING 


SPEED CHANGERS 


CLEANING EQUIPMENT a P 


VIBRATION MOUNTINGS Catalytic Exhaust Purifier 


CAR MOVE}! 


DUCTILE IRON 
ALUMINUM PIPI 


DECEMBER, 1955 


Reader Service De partment 
Railway Locomotives and Cars 
40 Church St... New York 7, N.Y 
Please send literatur circled below 
3 ] 
1! i> ; 
Also, please send me additional product information as follows: ‘company, product G page 


number 
Name Title or Position 
Company 


Address 


City 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 











How Metallizing saves 
money in-railroad shops 






“Cold” metal build-up helps beat 
skyrocketing replacement costs— 
speeds maintenance jobs 


Typical Railroad Metallizing Applications 

Engine crankshafts, mains, throws, fits ¢ Engine cylinders, 
liners, liner flutes © Water jackets, camshaft bearings « 
Generator, traction motor, other armature shaft bearing fits « 
Compressor crankshafts * Traction motor end housings * Pump 
rods and shafts « Eroded or corroded portions of engine blocks 
Car lighting generator pulleys * Dents and scratches in car bodies 



























—practically any worn part repaired at only 15 to 
20% replacement cost—get equipment back in serv- 
ice in hours, instead of days or weeks. 


Some of the 28 major railroads using Metallizing 








AT. & SF Missouri Pacific Baltimore & Ohio 
New York Central Northern Pacific Canadian National 
Atlantic Coast Line Pennsylvania Chesapeake & Ohio 


SPECIAL RAILROAD BULLETIN AVAILABLE —IIlustrates and 
describes a number of these time-saving, money-saving 
metallizing applications. Data supplied by railroads using 
metallizing; photographs taken in user shops. Write for copy 


Metallizing Engineering Co., Inc. 


1117 Prospect Ave, Westbury, L |. New York 
reat Britauw LOGEw 
METALLIZING EQUIPMENT MPANY 





ar n Woking 












DIESEL LOCOMOTIVE 
COMMUTATOR 
REFILLS 














Expert refill work and fast service on all railroad commuta 





tors, including Diesel Locomotive Commutators. Commutators 





refilled by us give the best performance obtainable, as 





shown by their service on many of America’s largest rail 





roads. Write, wire or phone for quotations and delivery 
information. TOLEDO COMMUTATOR CO., OWOSSO, 


3, MICHIGAN 


TOLEDO COMMUTATOR CO. 


QUALITY PRODUCTS SINCE 1895 










55 

























DECEMBER, 





1955 * RAILWAY LOCOMOTIVES AND CARS 





You get Miore tor your money 


when it’s a work-saver 
Fel Beal 
Yoke or Chain Type 


Bench, Kit or Post Pipe Vise 





Pipe Vise 


RiGalb 


Bench Chain 








tory tested to assure you 
super-performance and 
durability. 


Get most 
for your 
mone Ve ** 
buy 
RitaIib> 
Vises, including 
stand and tristand, 

at your Supply House! 


The Ridge Tool Company « Elyria, Ohie « 












Kit Pipe Vise, 
portable, clamps 
on bench 
or plank 
( More ) efficiency... 
~ — — wt 
special design jaws that grip firmly . . . close and 
open fast... pipe rests for more accurate threading, 
easy cutting... handy pipe benders, 
— Oa 
( More ) 
( 2 ) service... 
famous rRimoarp heat- ee 
treated jaws for extra long a! a 
wear... special malleable 
frames that won’t warp or 
break ... every vise fac- 


u. Ss. A. 





NEW, HALF-MILE LONG freight car 
repair shop-——viewed from the air— 
looks like the deck of a super aircroft 
carrier. Nomed for the Pennsylvania 
Railroad's ninth president, the 
"Samuel Rea’’ will combine all repair 
operations under one roof, 


TO HELP EASE THE SHORTAGE OF ROLLING STOCK 


Pennsylvania Railroad Sets Up 
World's Largest Car Repair Shop, 
Uses G-E Power Distribution System 


To help solve the present freight car shortage by getting 
more cars back on the road quicker, the Pennsylvania 
Railroad has invested in the newest and largest freight 
car repair shop in the world the half-mile long “‘Samuel 
Rea’ repail shop at Holliday sburs Pa. This new instal 
lation, which will be pressed into full servi ite next 
Spring, consolidates the repair work now being performed 
by the Pennsylvania at 12 different loca round the 
railroad, By combining repair operations under one roof 
and using production line methods of wor this giant 
four-track, steel-frame structure vill h initial 
capacity for rebuilding 50 cars of all clas day. Later 
by working added shifts, the capacity wi increased 
to 80 cars or better 


For adequate distribution 


electrical circuits in this new and important facility, up 
to-date G-E electric equipment has been installed at 
strategic locations throughout the huge shop. Among the 
General Electric equipment included in the plant’s power 
distribution system are five outdoor substations totalling 
14,000 KVA transformer capacities (together with the 
associated switchgear); metal-clad incoming-line switch 
gear units; and some 2200 KVA of dry-type transformers 

Genera! Electric, world’s largest manufacturer of elec 
trical apparatus, has a complete line of power distribu 
tion equipment that can be tailored to fit the require 
ments of any railroad installation large or small. For 
further information on G-E power distribution systems, 
call your nearest G-E Apparatus Sales Office. General 
Electric Company, Schenectady 5, N. Y KA 


Progress /s Our Most Important Product 


GENERAL @@ ELECTRIC 


WORKING CLOSELY TOGETHER, railroad officials, electrical 
contractor and G-E representatives planned shop's electrical 
system. Shown here are (I. to r.) C. J. Henry, Chief Engi- 
neer——Eastern Region, Pennsylvania R.R.; W. S. O'Sulli- 
von, G-E switchgear specialist; W. R. Govett, Vice President 
and Chief Engineer, Horry F. Ortlip Co.; R. E. Nopper, G-E 
transportation sales engineer; and H. M. Wood, Assistant 
Chief of Motive Power——Cars, Pennsylvania R&R. 





COMPACT G-E UNIT SUBSTATION 
one of five installed at world's largest 
freight car repair shop, is double 
ended with 1500 KVA of transformer 


at each end 














MODERN G-E METAL-CLAD SWITCHGEAR 
equipment in main switching station provide 
control and protection of the incoming pows 
line. This type of equipment offers hi 


safety for personnel 


INSIDE SWITCHGEAR ROOM of G-E substa 
tion, low-voltage drawovut circuit breake 


are easily inspected. Breakers fit in sturd 





metal compartments as shown below 





\i) Ps 


Mme AN NAAN 


HEAVY REPAIR WORK on cars of all classes will be performed once the huge 
shop is readied for full operation. Al present, only minor repairs are being 
carried out. Above, repairmen work on underside of a gondola car. In top 
center of photo, two G-E dry-type single-phase transformers feed power to 


overhead fivorescent lights 





ad 
ao 
ealeennd 
= 
cD) 
oa 
Y) 








ad BEST ON THE 
‘ . 


BUILT TO SERVE 





BY PULLMAN-STANDARD 

















Standardized flat car 


Pullman-Standard has designed and built a new flat car 
... the PS-4.. . as the fourth unit in its line of Standard 
ized Freight Cars. The new Standardized PS-4 Flat Car 
has been created to fill the special usages to which flat 
cars are traditionally put while exceeding in strength 
versatility and dependability any preceding flat cars 
This new unit comes in lengths from 53’-6" to 60’-0", and 
in variations to 75’-0” with both 50 and 70 ton capacitie 
In addition, its standardization is sufficiently flexible 


the new PS-4 can be equipped for piggy-back service 


i 





PULLMAN STANDARD 


to allow Pullman-Standard engineers to work with PS-4 
buyers for inclusion of bulkheads or piggy-back acc: 
sories if the car is to be used in special service 

Now added to the list of such famous standardized 
Pullman-Standard freight cars as the PS-1 Box Car, the 
PS-2 Covered Hopper Car, and the PS-3 Hopper Car 
the PS-4 will provide rugged, dependable service with a 
minimum of maintenance wherever it is sent on the Great 
American Railway System. 


Saat? 








and the new PS-4 can be provided with bulkheads 











Continued tron page 102 


Oxy-Muffler comes in three basic 
for 
fe 


size 

engines with piston displacements 

ging from 0-75 6-150 and 151-230 
Ory Catalyst, Ine Wayne, Pa 


‘ 


JAMES G. BIDDLE CO. 


Rectifier Arcwelder 


Designed expressly for inert gas shielded 
consumable electrode welding, the unit fea 
tures constant arc voltage for all automatic 
machine welding applications employing 
onstant speed wire feed. The device, desig 
nated 600 Ampere TCV, contains a thre 


phase transformer and a rectifier tank. Coils Champ fOr 
are aluminum 


Electrical & Scientific Instruments 
1316 ARCH STREET, PHILADELPHIA 7, PA. 


wound, silicone and glass 


Instruments 


to meet every requirement 


insulated, Forced draft cooling is provided 


by a fan with a reversible ball-bearing 
motor 


Are voltage may te preset over a wide 


range, from 15 to 44 are volts. The voltage 

may also be preset to provide a higher ul 
initial voltage for ease in establishing the a 

irc, Once are is established, the voltage 2 . 
sutomatically adjusts to the preset value 

fir Reduction Sales Company, Division of 4 PrVIce 
fir Reduction Company Ine 60 hast 42 

treet, New York 1; 


Proved by USE! mx &\. 


Works in seconds! Loosens Rusted Bolts 


. nuts, screws, "frozen'parts 


. INDUSTRIAL HOSE 
| LIQUID. 
Pm =6AND FITTINGS 


Super resistance to abrasion and 
corrosion makes this hose excellent 
for railroads, road equipment, farm 
machinery, and materials handling 
equipment. High tensile strength 
single wire braid. Tough synthetic 
rubber cover. Working pressures to 

Mokes joints | 2500 psi. Bulk hose and fittings . . . 
F BLENDS complete hose assemblies at your 
LEAKPR F denies. 


FRAHM* exc JAGABI" 
Speed Measuring 

















ALWAYS SPECIFY 














eeeeeeeeeeeeeeeee 


Write for BULLETIN 
— Dealerships open 
BRUSH-on TT in some areas. 
IN 


ve 
U 
< 
Qe 
— 
— 
zr 
© 
Qe 
lu 
r 
el 
>| 
O 
lu 
ae 
> 
O 
~ 
lu 
Ls 4 
> 
WwW) 
lu 
<Q 


GASKET & JOINT 
SEALING COMPOUND 











Electrical Resistance 


MEGGER* 








@ NON-SOLVENT-WILL NOT HARDEN STRATOFLEX, WES br AWORTH 
@ WILL NOT SHRINK, CRACK OR CRUMBLE 8 0398 
@ HEATPROOF AND VIBRATION-PROOF 


TEXAS 


BRANCH PLANTS 
S$ ANGELES AND TORONTO 


Get them from your Automotive, SALES OFFICE 
Hardware or Plumbing Wholesaler! | ATLANTA * CHICAGO * NEW YORK * SAN FRAN 


mM * KANSAS CITY * PORTLAND + T 


RADIATOR SPECIALTY CO. sage im CANADA 


Chertotte, Nerth Coreline svaay bo AMADA, 106 eOnioO 18 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER. 1955 





For MODERN PASSENGER CARS: 


New Southern Pacific Dome Lounge cars make use 
of Met-L-Wood in modern interiors 


in Panels 
Partitions 
Wainscoating 
Doors 


Your designers have a wide choice of beautiful 


modern passenger car interiors when Met-L-Wood 
is the building material... Smooth, tough panels and 
doors, finished in steel, stainless, aluminum, Formica or 
Decorative Vinyls permit original beauty of design, plus 


these practical operating advantages of Met-L-Wood 


Fast Assembly Sound Deadening 
Light Weight Vibration Damping PLASTIC 


Insulating Lowest Maintenance 


FACED 


MET-L-WOOD 

. ? ) . > " 
Bulletins 520 and 521 Sive detailed data on Met-L-Wood is the exclusive distributor of 
Met-L-Wood doors and pane ls for pas Formica products in the transportation 
i ust N mn use the man 
senger car interiors. Write for ndustry. New, you cen v ‘ y 
distinctive Formica designs and excellent 
your free copi $ today wearing qualities. bonded to Met-t Wood 
panels and doors for unsurpassed beauty 
and utility in possenger car interiors. Full 
_M E [. j . W i 0 iy details on Formica-faced Met-l-Wood will 


be sent promptly on request ond don't 





SS _ue 


= Conponation 


STe CHICAGO 38, i 


forget Formica superiority for table, counter 





and washstand tops! 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





Nalcmreor-laleol-) am i(-t-mm le mm dels) 


There’s more here than meets the eye; almost nine- 
tenths of an iceberg is under water. And it’s the 


part that’s out of sight that causes the most trouble. 


it’s the same with 


\ 


FREE ANALYSIS OF YOUR LUMBER PROBLEMS! 


Let us analyze your lumber problems and then discuss with you the 


savings that can be effected by using Koppers Pressure-Treated Car 
Lumber on your railroad 


RAILWAY LOCOMOTIVES AND CARS * DECEMBER. 1955 





oe - 


- aed 


part you don’t see! - 


untreated car lumber! | 


Untreated lumber is strong when first installed. But, 
in time, the part that's out of sight may be weakened 
by invisible decay. And when the inner strength of 
lumber is lost through decay, breakage and expen 
sive repairs are sure to follow. 

That's why more and more railroads are saving 
money by using Koppers Pressure-Treated Car Lum 


ber. This lumber stays strong because it is fully pro 


tected against decay. Koppers Pressure-Treating 
Process actually triples the life of car members such 


as sills, decking, lining and running boards 

Make your maintenance dollars go farther by using 
car lumber protected by pressure treatment. And 
remember: maintenance costs due to decay damage 
are eliminated in cars constructed or repaired with 


Koppers Pressure-Treated Car Lumber 


KOPPERS COMPANY, INC. 
Wood Preserving Division, Pittsburgh 19, Pennsylvania 


te 


KOPPERS 
vW 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 


PRESSURE-TREATED CAR LUMBER 





JOHN $. COLEMAN 


‘lL am proud that 


80% of Burroughs 
” 


inployees... 


“Tam proud that 

enrolled ins ra vin tond 
through the Payroll § { | ord of the 
response of our men am nit « ampaign 
sp iks for itself. It is evidence « he desire to save, and 
individual and 
vill take advan 
t of both hi 


to save ina way which beneti 
the nation, | hope that ey 

tage of thi Oopport t O St é er 
employees and the count operating with the 
ey )) rtment of the i thie S Savings Bonds 


Calpalen 


RAILWAY 


JOHN S. COLEMAN, President 
Burroughs Corporation 


What is the percentage of employee participation in 
your Pavroll Savings Plan?* Lt it is le an OO your 
Director will be glad to show 
it is to raise participation to 60% or higher. He will 
furnish Payroll Savings Applic ition Blanks, and all the 
printed promotion il material you can use. Write today 
to Savings Bonds Division, U.S. Treasury Department 


\\ i hington 95 1) ( 


State Sales Vou how Cass 


mpany doe Savings Plan, your State 


will hele 


LOCOMOTIVES AND CARS 


RAILWAY LOCOMOTIVES AND CARS DECEMBER, 1955 





GET GOING, BOY...THE 8:11's ON TIME 


The 8:11 pulls out on the dot and your watch better be right Dearborn Railroad Services 


NO-OX-ID® RUST PREVENTIVI for long-tern 


tection of metal surfaces. Applied by brush, spray or 
lip, there is a NQO-OX.-ID for every railroad requiremen 


COOLING WATER TREATMENT — prote 
engine cooling systema against damage by 


DE-LONIZING PLANTS. deliver 


eliminate steam generator cot 


Keeping trains operating on schedule is a very important 
part of good railroading. And to maintain precise schedules, 
it’s essential that diesels be kept in smooth-running condi 
tion that coaches and locomotives be cleaned regularly 

and that rails, bridges, turnouts, crossings and other 
equipment be well cared for. Running a railroad is the job of 
many men—and Dearborn helps all along the way 


diese! cooling aysatems 


ZEOLITE PLANTS ~— provid 


im generators and cooling 


+ * . 


For almost 70 years, Dearborn products and equipment have 


DETERGENTS AND CLEANER 1 complet 
served America’s leading railroads NO-OX-IDs for rust 


of scientifically compounded materials for all railroad 


ipplications 


prevention cooling water treatment for diesels De 
PRESSURE CLEANING 


ionizing and Zeolite equipment for water conditioning ‘1 , , 
mit, regardciesa of contour 


detergents and cleaners for all railroad uses and Dearborn 


High Pressure Cleaning Systems 


' ARBORKN CHEMICA 


‘ =F KL, Merchandine 

isn't it time we got together? Ps 4 0 

This coupon will bring you detailed information on any or a te | 0.0% a ‘ , 

Dearborn services available to your road. Just fill out and a Preventives 
a 


Dearvbowe 


maul our response will be prompt n Cooling W 


SERVING AMERICA'S RAILROADS GINCE 1887 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 





Cw 


sind pb 09 Bi Wet ME 
a aot 


4 


LOW CONDUCTIVITY Thoroughly » 
Rated 


t, per hour 


sterilized, all-hoir heat barrier 
275 btu per square fox 


.. per inch thick 


LIGHT WEIGHT Advanced pr 


reduce weight of STREAMLITE HAIRIN 


PERMANENT Doe 
resists absorptior 


resistant and odorless 


EASY TO INSTALL 

to car wall in one piece 
one side door to the 
sections between fasteners 
COMPLETE RANGE 
ivailable ? he 4 
Stitched on ° 

of reinforced asphalt 
gates dnl Gidieen . 
HIGH SALVAGE VALUE 


does not deter 


lve. No oft 


wate with ag 
solvage va 


comparable saving 


tA 
f 4 ? ol 


OUTLASTS THE LIFE 


OF THE CAR 


gene Scag 


Seamleie 
AMERICAN 





RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 


HAIRINSUL| 


HAIR & 





SETS THE STANDARD BY WHICH ALL OTHER REFRIGERATOR CAR INSULATIONS ARE JUDGED 


FELT 








1955 





with new GL/0-/ROW 
upgrading system! 


desired thickness by spray, brush or roll 


Here's the simple, economical way to ready your 


present rolling stock for high revenue ladings. With crac etrates the surface for maximum 
the new GLID-IRON coating system, one man « 
ind permanently upgrade a standard car GLID-IRON cures rapidly, provides a 


free surface that’s scuff and skid proot Thi 


if 


completely 
Sttigs 

floor and lining in just 40 minutes for less than $100 
f ‘ 
pt car flexible coating permits nailing without chipping 


cracking, resists staining and chemical acuon 


GLID-IRON, the 100% solids resin, eliminates costly 


) r or glass fiber reinforcing, can be applied to the ; , 
— ; —— es Oe Glidden labor 


tives are ready to assist in the upg! iding of your 


tories and lechnic il Service re pres nts 
roll 
prescentative ar 


ing stock. Contact your Glidden re} 


write for complet information and specification dat 


THE GLIDDEN COMPANY 
NATIONAL HEADQUARTERS 
RAILWAY FINISHES DIVISION 
11001 Madison Avenue + Cleveland 2, Ohio 


RAILWAY FINISHES iccencss: the stisden company, td. Toront 


DECEMBER, 1955 * RAILWAY LOCOMOTIVES AND CARS 








rm emma - 


é“sealtite 


car bolts | 


More than 85% of America’s Class | railroads 
wee Lewis Sealtite products. Designed to do a 
better job to last longer to meet the most 
exactin specifications. Specify Hot Dip Gelvon 
ized Fine finish for Double-Life and economy 
All products are manufactured in the USA. to 
AS.T.M. specifications 


BOLT & NUT COMPANY 
Eee ee eee oe oe en ee 
. MINNEAPOLIS 14, MINNESOTA 





RAILWAY LOCOMOTIVES AND CARS * DECEMBER, 1955 





Plan your layout, equipment and payroll for th 


inticipated volume Keen me 





busy all the time 





obs you can’t handle without « 
National for fast, high qualit 
nomical price traction moto 


iuxiliary equi 


NATIONAL FLECTRIC COIL COMPANY © 


COLUMBUS 16, OHIO, U.S. A. 


ELECTRICAL 
PBEDESIGNING 





? 


s Dae 


“CRUTCHES” ~ 


Here’s the only 


real Cure 





to the Hot Box 


Problem 


...and TIMKEN’ bearings pay 


for themselves over 


and over and over in operating 


and maintenance SAVINGS 


SHERE'S only one way to cure the 
T hot box proble m That sto¢ lim 
nate tS Cause I nlike costly de vices 
which merely serve as “crutches” in 
anattempttoimprove friction bearing 
performance, Timken tapered roller 
bearings eliminate the cause of hot 


boxes—the friction bearing itself 


In addition 


Iimken 


bearings drastically 


BIG 
ADDED 
SAVINGS 


reduce the costs of 
bearing inspection 
and lubrication. 
Railroads must still face these costs 
even when they doctor friction 


With 


Timken bearings, terminal bearing 


bearings with crutch devices 


inspection time is cut 90%, lubricant 
costs are reduced as much as 89%. In 
fact, the Timken heavy-duty type AP 
(All-Purpose) bearing assembly can 
go for three years without adding 
lubricant. When the day comes that 
all railroads go “Roller Freight’, 
they'll save more than $190 million 
a vear, earn an estimated 22 net 


annual return on the investment 


TIREUWEN ; 
Only LL) KEN b arings cure the hot box problem and 
cut operating and maintenance costs to a minimum 


Timken bearings do away with hot 
boxes because they roll the load in 
stead of sliding it. Metal-to-metal 
sliding friction is eliminated. And the 


Timken the 


only roller bearing you can count on 


tapere d de sign makes 


to not only care the hot box problem 
but also to reduce mainte nance ind 
operating Costs to.a minimum. The 
taper in Timken bearings prevents 
lateral movement. Result: there's no 
pumping action—less lubricant is 
needed; there's no scuffing or skew- 


ing—bearings last longer 


Io insure bearing quality every 
step of the way, we make our own 


steel. We're 


manufacturer that does. And we make 


America’s only bearing 


it nickel-rich for superior toughness 


When you con- 
added 


cost of buying 


NEW 
CONVERSION 
PLAN 


sider the 


and maintaining 
crutch devices 


for friction bearings, the price gap 


between friction and roller bearings 
Now a 


practice adopted by one major Amer 


is smaller today than ever 


ican railroad promises to shrink it 
even more This railroad has in effect 
a practical program for converting to 
Roller Freight’. Here’show itworks 
Every freight car coming into the 
shops for major repairs is being con 
verted to roller bearings. This per 
mits a st idly shop and labor s« hedule 
and allows the railroad to pay for its 
conversion to roller bearings over a 


period of years 


So, instead of “making do” with 
unsatisfactory friction bearings and 


costly “crutches”, 


invest to solve your 
journal bearing problems. Make sure 
you cure the hot box problem and 
bring your operating and maintenance 
costs down to rock bottom. Get 
Timken tapered roller bearings. The 
Timken Roller Bearing Company, 
Canton 6, Ohio. Canadian plant 
St. Thomas, Ontario. Cable address 
“TIMROSCO”,