CARS 59. OTRUCKS () JOHNSTEPHENSON COMPAN ELIZABETH NEWJERSEYU.S.A. Cºuntiaereºtrutttttttttº：Iſºvittºuttaeſittttttttttttttſºººººººº * * * * * * * * '' '''''’''' ```` §§§ `; «» e «º sº e ºs e º ex ºm «» ， «e s nº sº • • • = = = ~ ~ = º;- • ** * * * º U O ||||IIIlºſ II I ſºlilllllllllll ſ, & Cº. J, HIEEE & e º ºs N º J. W. 0 0 - || 0 | | | * * * B I I & I p * g : " . . . . . . . . |||||||||||||||||I|| || !!! THE GIFT OF ! U ( , J tº G & C & G \{1, II C & & C. 4 ºf U tº our tº Tº dº tº º ºr tº Q ||||||||||||| g º & Cº º Eſłæ√æ√æł iiiiiiiiiiiiiiiiiiiiiiſiſmiiiiiiiiiiiiiiſºlſ||tſn||Iſſ, II， I, I， ſiiſ II || || || I º º, a ºf tº El tº tº c. - tº º 'º',' '...","... . º º; {} ºf s tº E. º ºg Tº º º º º D. C. s. ſº dº ſº tº C. e.g. *"º's", ºr,"...º.º. A *.*, *.*.*.*.*.* • W y y º ºs ſº tº B ſº V. & ſº g § tº tº * * * @ e - * & * * . . . .'', : i : º, º º ſº e º º y s". " C § * = . A ſº º * C & 2.4 ſº ſº . . . . 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', º * * 0 < * s a tº e”.'...","...","...",".. .".”.” 8 * º ' ' tº * * * - º a © º G ſ & ºl a , º'º", "ºº", ... º.º. º.º. : º : [. * -º e º ºr a gº a s a s * * * * g Q___* º .*.*.*.*.* [. sº .” *.* :º i & C. * g : { e tº e º e º e : * * * * * * * * G & e s a º & Cº º R - O * , ,” “...","." º - * E º ſº . . . . . . . . . . . * º - º G - [. º a C & a º º º - g-º-º-º: # * * º º º-º & R s’.”.” * . ... ſº º 'º - a . - º * * : * > . In ess º - & * * * B. G º * * * * MODERN TYPES OF CITY AND IN T E R U R B A N CARS AND T RU CKS JOHN STEPHENSON COMPANY ELIZABETH, NEW JERSEY CopyRIGHT 1905 John Stephenson CoMPANY Elizabeth, N. J. Advertising Department John Stephanson Co. June, 1905 CATALOGUE No 151 Press of 1 NNEs & Sons PHILADELPHIA § HE cars shown in this book are characteristic of the regular output of our plant. Everything has been excluded that possesses features intended to meet peculiar local needs and present only what are considered to be the foremost types in the various forms of modern city and interurban service. Each which has demonstrated its highest suitability to the widest range of requirements in its particular field. We are licensed to build and furnish all of the patented types of cars, trucks and specialties of the J. G. Brill Company. These patented cars and trucks are original both in type and design and have been developed to a degree of excellence only possible to the broadest experience. Extremely radical when conceived, they have proved fundamental in practice by the directness of their application to modern conditions. Together they cover practically the entire field of electric railroading and are adaptable to an almost unlimited variety of special requirements. Conservative buyers regard them as the safest investments because in plan and operation they completely meet the needs of their respective fields and therefore possess greatest earning power, while all other types are subject to limitations. During a long period of successful building we have furnished steam road and street rolling stock of every description and since the introduction of electric traction have confined ourselves chiefly to that class of equipment. Having acquired a leading place by the production of successful types and the high quality of our workmanship, we have continued to hold that place through these years of marvelous development of electric transportation and corresponding advance in car building. The types of cars and trucks, as herein set forth, are developed to a completeness that comprehends every traffic condition and convincingly illustrate the scope of our appreciation of the needs of the various fields of service. We have the proper facilities for constructing in accordance with any design, and will be pleased to submit designs and specifications, or make tenders on such as may be submitted to us. 14.4295 Passenger and Baggage Car for operation at either end, singly or in trains Interurban Cars ITH IN the short period of development of interurban railways, we have produced a large number of types of cars which successfully meet the requirements of the various forms of such service, from cars which are run on short headway on systems which combine urban with interurban conditions to those which are adapted to train service on systems operated in practically the same manner as steam roads. Although a number of methods and features of steam car construc- tion have been introduced, the larger as well as the Passenger and Smoking Car, suited to a large variety of conditions smaller interurban types are the outgrowth of former types of electric cars rather than being adaptations from steam car practice. Our experience in steam car building has taught us to avoid the cumbersome construction and unnecessary weight of such practice. Bulk and weight, though not so vitally important as in the designing of city cars, is still a matter which merits careful consideration, for unnecessary weight involves unnecessary operating expense and useless bulk in the framing is worse than useless, for it raises the floor and lessens the interior width. The broadest experience has enabled us to determine accurately the proper measurements and weights. The bottom framing of cars of our design, as a general rule, include I-beam center sills, wide sill plates and an adequate number of metal corner brackets. The inside trusses are shouldered high on the posts and brought through the sills and the under trusses are anchored at the body bolsters. Each transverse member has a tie rod and the needles beams are double-trussed. Description of Car on Opposite Page Description of Above Car Length over end panels, 4.3" Length over vestibules, 5 1" Length of passenger compartment, 3 o' 6" - Length of baggage compartment, 12' 6" Sill plates, 8"x}A^ Length of platforms, 4' End sills, 434"x8" Width over sills, including sheathing, 9' 434” Length of seats, 4o" Height from floor to ceiling, 9 oss” board, to 234" Height from track over trolley board, 13 º' 54, ooo lbs. Centers of posts, 2 8” Thickness of corner posts, 5%;" Thickness of side posts, ºdouble with 4" rod).5%" Side sills, 5%"x878" Width of aisle, 23.34% Height from under side of side sills over trolley Weight of carbody, 3o,5oo lbs. Weight of carbody and trucks (without motors), Trucks, Brill No. 27-E-2 Length over end panels, 34' Length over vestibules, 43' 5" Length of passenger compartment, 22' 8" Length of smoking compartment 11' 4" Length of phtforms, 4 834” Width over sills and plates, 7' 11%." Width over posts, 8' 2" Height from floor to ceiling, 8' 154" Height from under side of side sills over trolley board, 9 138” Height from track over trolley board, 12' 154" Centers of posts, 2" 9” Sweep of posts, 13.4° Thickness of corner posts, 33.4° Thickness of side posts, 234" and 4% " Side sills, 334’s 734” - inside) io"x33" Sill plates | º, 6'xsº End sills, 434"x8" Length of seats, 37" Width of aisle, 22” Weight of carbody, 24,62o lbs. Weight of carbody and trucks (without motors), 41, 37 olbs. Trucks, Brill No. 27-E-1 ºz. Passenger, Smoking and Baggage car for operation singly and in one direction n. We do not follow the common method of using diagonal brac- ing in the side framing of large cars after the standard practice of steam car construction, as it is important to reduce the thickness || of the sides, and to use diagonal bracing in thin sides it is necessary to cut into the posts at rails to an extent that weakens instead of strengthens the construction. Our experience has proved that solid blocking driven in to fit tightly between - - - - - - - | - window arrangement. A tie rod in each double post ex- vertical and horizontal members form the most sub- stantial side that can be made. In cars having the ordi- nary type of windows we alternate double posts with single posts as well as in those with the arched-top twin tends through the top plate and sill and has a nut on each end. To meet the demand for semi-convertible cars with the twin type of windows for interurban service, by simply curving the outer side of each pair of upper sashes, the Brill and Stephenson Semi-Convertible Window Systems are made to conform to this arrangement. The twin window arrangement does not detract from structural strength and has become popular on account of giving a more imposing appearance to the exterior of the car. The arched top of the twin windows calls for a corresponding treatment of the | ventilators, and to bring the interior of the dome into harmony with the curved lines of windows and ventilators, the Empire and Semi-Empire styles have been generally adopted. In all of our large Interior of Car on Opposite Page Description of Car on Opposite Page Length over end panels, 39' 7" Width over sills, including sheathing, 8' 6" Thickness of corner posts, 334" width of aisles, 1838" Length over vestibules, 49' 7" Height from floor to ceiling, 8 9%" Thickness of side posts, 3%" Weight of carbody, zo, 14o lbs. Length of passenger compartment, 2.3' lo” Height from under side of side sills over trolley Side sills, 4"x834” Weight of carbody and trucks (without motors), Length of smoking compartment, 9 board, 9' 11%." Sill plates 12"x34" 36, ooo lbs. Length of baggage compartment, 11 434' Height from track over trolley board, 13° 278" End sills, 5%"x676." Trucks, Brill No. 27-E - º Length of platform, 5 Centers of posts, 2’ ro" Length of seats, 37" - - - - - singly and in one direction Passenger and Baggº" car for operation cars a steel carline is sandwiched between the wooden rafters at each post, and the roof construction in general is of a character that insures lasting firmness and alignment. Nearly all large cars are now built with the ends of the deck brought over the platform hoods as in steam practice, the advantages over the monitor type being that end tran- soms, which are difficult to make thoroughly waterproof, are eliminated; the hoods are strengthened, and atmospheric resistance is reduced. Dropped platforms, besides having angle iron reenforced timbers, are su well back of the body bolster. time has a wide margin of strength for the heaviest loads that can be placed upon the platform. Interior of Passenger and Smoking Car This is our stand - * * --------- | H. N º - º ard method which long experience has proved to be the most des * - Lºº º - - ºffiiii Fifi. Passenger and Smoking Car with Platforms to suit special conditions PPorted at the center by a pair of angle irons, offset for the purpose, which extend rable, for the construction is light and at the same The angle iron center knees relieve the body framing of a large share of the platform load by bringing it to bear directly upon the bolster. tº ºi, ºn --- - - - - T || Description of car on Opposite Page Length from rear end panels to outside of vestibule at front end, 45' lºgº Length over vestibules, 49' toº Length of platform, 4 8:4" Width oversills,includingsheathing, 8' ro" Height from floor to ceiling, 9 4” Height from under side of side sills over trolley board, to 7%." Height from track over trolley board, 13' 934” Centers of posts, 2' 6%.” Thickness of corner posts, 334" with 2%" subposts Thickness of side posts, 2% " Side sills, 5"x734” and 2"x6" Sill plates, 54°N 7° End sills, 5"x734” Length of seats, 36” Width of aisle, 24" Weight of carbody, 26, ooo lbs. Weight of carbody and trucks (without motors), 45,6co lbs. Trucks, Brill No. 27-E-1% Description of Above car Length over end panels, 4o Length over vestibules, so Length of passenger compartment, 25' 7" Length of smoking compartment, 14' 5" Length of platforms, 5. Width over sills, including sheathing, 8. 8 3. º Hºm floor to ceiling, 8. 63.6% Height from under side of side sills over trolley board, 9, 8% " Height from track over trolley board, 3' oys" Centers of posts, 2 9%" Thickness of corner posts, 33.4° Thickness of side posts, 3.54 * Side sills, 4"x834” - Sill plates, 12"x33° End sills, 594"x654” Length of seats, 3.5" Width of aisle, 2456” Weight of carbody, 25,900 lbs. Weight of carbody and trucks (without motors), 58,440 lbs. Trucks, Brill No. 27-E -- - - - = -- - - =-- |º º º --- - | Straight Passenger car suited to a large variety of conditions On page so will be found a number of diagrams of platforms and vestibules which illustrate styles largely used with interurban cars. Besides these, we have designed and built a variety of vestibules having motormen's compartments covering every conceivable condition. The platform as usually planned combines entrance facilities with a place for the motorman or conductor and standing room for passengers; but as it is capable of so much variation, no form has been widely enough accepted as yet to be considered final for any particular form of service. This is true of urban as well as interurban cars. Operation in one or both directions; single or double tracks; operation singly or in trains; stops at platforms or at street crossings, frequency | of stops, or both; length of run; height of car floor from track; style of compartments, and climatic conditions are all to be considered when planning the platform. The vestibule folding door controller shown on page 86 is a valuable device that is invariably included in our specifications. The car with entrances at the center, shown on page 14, gets - rid of the long overhang necessitated by the use of platforms and is there- Interior of Car with Toilet Room at Center fore especially suited to train operation where the cars must be run on city streets with curves of short radius. The plan has other important advantages which will be apparent to operators of interurban lines. In combination cars it is customary to adapt the baggage compartment to the use of smokers by furnishing seats that can be folded against the walls when the space is needed for baggage and by lighting the compartment in a suitable manner with windows and incandescent lights. It is usually found to be profitable to provide accommodations for smokers and many cars are divided with handsomely designed partitions for this purpose; not a few combine passenger, smoking and baggage compartments. Toilet rooms of standard steam car character are invariably included in interurban types. When hot water systems of heating are used on cars without baggage compartments and which have no room for the heater on the platform, a compartment for the purpose Description of Car on Opposite Page Length over end panels, 39' io" Height from under side of side sills over Thickness of side posts, 2%." Width of aisles, 22" Length over vestibules, 48’ 6” trolley board, 9' 8" Side sills, 434"x734” Weight of carbody, 28, ooo lbs. Length of platforms, 4' 8%" Height from track over trolley board, 13' Sill plates, 6'x5'6" Weight of carbody and trucks (without Width over sills, including plates, 8' 2. Centers of posts, 2'-9" End sills, 534"x734” motors), 45, ooo lbs. Height from floor to ceiling, 8' 676." Thickness of corner posts, 4” Length of seats, 32" Trucks, Brill No. 27-E-1 % - - - - - - - - - | * - avºi= **** - Passenger and Smoking Car with Independent Steel Bottom Framing similar in appearance to the toilet room and located º directly opposite is frequently used. The seating plans generally adopted for cars of this class will be found on page 51. Seats with high backs and head rolls are much in favor on the longer lines and armrests at the aisle end are provided where the width of the car permits the use of long seats. |-- --- - Illustrations of our methods of construction of - | | - - - large cars, especially of the bottom framing, would be - - - CHICAGO & JOLIET interesting to show but the variety of forms is too - | - - extensive. That these methods are the best known to - - - the art and that infinite care is given to their appli- cation in every case, is amply proved by the straight sills, tight joints and thoroughly satisfactory condition of our cars after they have been in service long enough Passenger and Baggage car with Monitor Type of Deck to demonstrate their strength and durability. Trailer types have been omitted as they correspond closely to motor types and are usually built in a manner which permits installation of motors if at any time that should be found desirable. It would be useless to attempt a classification of types suited to the different forms of interurban service for the conditions of such service vary to such an extent that at present each is a law to itself and clear distinctions are impracticable. We must, therefore, be content to submit without comment the detailed descriptions and the more graphic setting forth of modern practice in the illustrations, which have been selected as representatives of types used in well developed forms of service, and which, together with the semi-convertible interurban cars shown in the next section, cover practically all the conditions found in this field. Description of Car on Opposite Page Description of Above Car Length over end panels, 39' 5%" Thickness of corner posts, 3%" Length over end panels, 36 Thickness of corner posts, 35%." Length over vestibules, 47' 234" Length of passenger compartment, 27' losé" Length of smoking compartment, 11 676." Length of platforms, 3' lošć" Width over sills, including sheathing, 8' 7" Height from floor to ceiling, 9 Height from under side of I-beam side sills over trolley board, 11" Height from track over trolley board, 13 9" Centers of posts, 2 3%" Thickness of side posts, 294" single; 154* double Side sills, 4"x6" I-Beams under side sills, 9” End sills, 44"x6" Length of seats, 37" Width of aisle, 18" Weight of carbody, 56,ooo lbs. Weight of carbody and trucks (without motors), 56,ooo lbs. Trucks, M. C. B. Length over vestibules, 46. Length of passenger compartment, 23' 6" Length of baggage compartment, 12' 6" Length of platforms, 5' Width over sills, including sheathing, 8 9%" Height from floor to ceiling, 8' 5%” Height from under side of side sills over trolley board, 9° 5'4" Height from track over trolley board, 12' 234" Centers of posts, 2 8" Thickness of side posts, 3" Side sills, 5"x8" Sill plates, 8"x" End sills, 5"x7" Length of seats, 36" width of aisle, 23%." Weight of carbody, zo,850 lbs. weight of carbody and trucks (without motors), 33,850 lbs. Trucks, Brill No. 27-E 134 º | | - - | | º - | - º tº L ºr a Semi-convertible Passenger and Baggage car with Vestibule at Center The Brill Semi-Convertible Type PATENTED HE BRILL Semi-Convertible Window System was introduced in 1899 and within these few years has become the most important type in modern electric railway service. One of the principal street railway magazines made the following statement in one of its editorials recently: “The semi-convertible car undoubtedly has a very large field and we regard its introduction as probably the greatest single improvement in the street railway industry which has occurred during the last five years.” Our system is applicable to cars with both longitudinal and transverse seating plans, is suited to both curved and straight-sided construction, and, as has been stated, conforms readily to the twin window arrangement of interurban types. Semi-Convertible Passenger and Smoking Car It differs from all others in that both sashes are contained in pockets in the side roofs when not in use, the advantages being, first, that cars are adapted to both summer and winter service, and, at the same time, are self-contained; second, that wall window pockets are eliminated, thereby adding 6 to 7% inches interior width and getting rid of receptacles for rubbish; third, the greater ease and simplicity of operation, one motion only being required in handling a pair of sashes; fourth, that the window sills may be as low as desired, our standard height being 245, inches from the floor; fifth, the means for raising and lowering the windows does not require cutting into the post for runways and grooves. When we first placed this type on the market the sashes were guided into the roof pockets by trunnions which moved in runways or grooves in the posts, and the lower sash carried the upper upon it engaging it automatically by means of metal buttons catching into eyes. About two years ago the button and eye method was superseded by hooks and trunnions which simplified the construction. Recently we have improved this method of sash connection and means of Description of Car on Opposite Page Description of Above Car Length over vestibules, 46' 1" Length over bumpers, 47' 9" Sill plates, 12” x 38" Length of seats, 36." Width of aisle, 23" Length of baggage compartment, i i" s” Width over sills, including sheathing, 8' 8" width over posts, 8' 8" Height from floor to ceiling, 8' 5" Height from under side of side sills over trolley board, 9' 0" 41, zoo lbs. Height from track over trolley board, 12' io" Trucks, Brill No. 27-E-2 Centers of posts, 2 8" - Thickness of corner posts, 3.34" Thickness of side posts, 3%" Length of passenger compartment, 31' 2" Side sills, 5"x734" and 2"x6" Weight of carbody, 22, 200 lbs. Weight of car and trucks (without motors), Length over end panels, 39' 8" Length over vestibules, 49' 1" Length of passenger compartment, 27' lo” Length of smoking compartment, I 1 ro" Length of platforms, 4' 8%" Width over sills and panels, 8' 6" width over posts, 8' 6" Height from floor to ceiling, 8' 7%" Height from under side of side sills over trolley board, 9 7%" Height from track over trolley board, 13' Center of posts, 2 8” -- Thickness of corner posts, 334" Thickness of side posts, 394." Side sills, 4"x834” Sill plates, 12"x36" End sills, 594"x6%" Length of seats, 37%." width of aisle, 22%." Weight of carbody, 26, ooo lbs. Weight of car and trucks (without motors), 42, ooo lbs. Trucks, Brill No. 27-E-2 - --- - |. City Type of Semi-Convertible with . Detroit." Platforms and Corner windows - - | ===. conducting the sashes into the pocket, chiefly with the object of dispensing with the grooves . in the posts, and after thoroughly demonstrating its success, have, within the last few months, built more than one hundred cars with the new arrangement. It increases the strength of the posts, simplifies the mechanical details, perfects the operation and reduces the width and depth of the roof pockets. We have adopted this method as our standard construction and believe it to be the final step in the development of the type. Besides the Brill system there are three other methods of handling the sashes used with semi-convertible cars. In the Brill system the windows are stored in roof pockets when not in use; in the Stephenson method, which is described on page 23, the upper sashes are stored in roof pockets and the lower are dropped into wall pockets; in a third method the windows are removed at the beginning of summer and replaced at the beginning of winter, and in a fourth arrangement both sashes are dropped into wall pockets. Removing and replacing windows is objectionable because it involves the expense of labor and storage, and while the windows are removed, the curtains must be relied upon for protection from wind and rain. Dropping both sashes into pockets in the side walls has also serious objections. The pockets take up space which cannot be spared in a cross-seat car, reducing the interior width from 6 to 7% inches. Careless passengers use them as receptacles for rubbish, and not infrequently windows are broken when the attempt is made to raise them because of the quantity of paper and refuse wedged in against the glass. A short while ago an expert Interior of Car on opposite page chemist and bacteriologist was employed by the St. Louis Transit Company to investigate the condition of the wall window pockets of the cars. His report was startling. The pockets were found to contain quantities of rubbish of every description snd dangerous disease Description of Car on Opposite Page - ---- - pp. 3. germs were found in abundance, such as the bacilli of tuberculosis and tetanus. Length over end panels, 3 o' 8" Length over vestibules, 41' 8" Length of platforms, 5’ 6” Width over sills, 8' 2" Width over posts at belt, 8' 4" Height from floor to ceiling, 8' 4 Height from under side of side sills over trolley board, 9' 334" Height from track over trolley board, 12' 4" Centers of posts, 2 8" Sweep of posts, 134" -- Thickness of corner posts, 334" Thickness of side posts, 394." Side sills, 4"x734” Sill plates, 12" x 38" End sills, 5% "x6%" Length of seats, 36” Width of aisle, 24” Weight of carbody, 18,200 lbs. Weight of car and trucks (without motors), 28, 2co lbs. Trucks, Brill No. 27-G The filthy and dangerous habit of expectorating into the wall pockets indulged in by a certain class of passengers has always been found difficult to contend with, as liability of detection is slight. The very laws prohibiting expectorating upon the floor increase the use of the wall window pockets as substitutes for cuspidors. A recent occurrence on one of the interurban lines in Ohio illus- trates another danger. A passenger in the smoking compartment of a car dropped a lighted cigar into a wall window pocket, which set fire to the rubbish within and badly damaged the woodwork before it could be extinguished. The Lower Sash is attached to the Upper by Metal Tongue- and-Groove Sliding Connections. Rollers in Brackets at top of Upper Sash move upon Bow-Shaped Steel Guides and conduct the Sashes into the Roof Pocket. Powerful Locks of special form hold the Sashes in the Roof Pocket with absolute security. Note that the Posts have no Grooves. A further objection to the wall window pocket semi-convertible is the difficulty of handling the window sashes. In lowering a sash or a pair of sashes they must first be raised a trifle, walked over, the operator must then change hands to the top of the sashes, and if he is not careful, will get his fingers caught between the sash and the edge of the pocket. Experienced passengers let the sashes drop—which is safer for their hands than for the glass and frames. The rubber cushions at the bottom of the pocket soon become hard and the frames are racked apart by the frequent dropping. Raising sashes out of window pockets is also awkward, as the strength of the fingers must be entirely depended upon to get the sashes started out of the pocket and they must be lifted with the arms bent in an awkward position, so that persons of even more than average strength find the operation difficult, as strength is not used to good advantage in the position required. The wall window pocket method is not suited for admitting a small amount of air, and usually the windows are not provided with stops. It is therefore a case of either opening the entire window or keeping it closed. Still another objection to the wall window pocket is the height of the window sill necessary to accommodate the sashes. The present demand is for low window sills, as the largest amount of clear space is desirable in warm weather. Back view of Roller The Brill Semi-Convertible System has none of these objections. The side roofs Bracket; Automatic are the proper places for window pockets. First, because they do not occupy room Spring Catch retracted. Showing Tongue and Groove Sliding Connection of Sashes and more readily understood; maximum interior width is obtained, the or space that is needed for other purposes, and second, because a single movement only is needed in handling a pair of sashes. The operation is easier, quicker Front View of Roller Bracket with Automatic Spring Catch window sills may be as low as desired, and no unsanitary recess is formed. The window systems of the Brill Semi-Convertible and Con- vertible Cars are identical. The general plan consists of a pair of sashes, the lower attached to the upper by a sliding connection and both conducted into a roof pocket by means of guides. Both upper and lower sashes have brass stiles. The stiles of the lower sash have grooves in which slide tongues extending from the stiles of the upper sash. The tongues are composed of spring brass inclined outwardly from bottom to top so that the lower sash in being raised is moved slightly away from the surface of the upper sash to prevent friction. Small inclined metal plates upon the stiles bear against corresponding plates attached to the posts and press the frames of both sashes together in their lowered position, forming a waterproof connection. When the lower sash is raised the top of its frame comes in contact with triggers in the roller brackets which are secured to the top of the upper sash. These triggers operate catches which spring into metal stops in the letter panel when the upper sash is drawn down to prevent dislodgment. After the sash presses the triggers up it contacts with the extensions or toes, also on the roller brackets, and by them the upper sash is raised. An open space through the back part of the toe in each bracket contains two rollers, one mounted on a stout spring, and between them passes a bow-shaped guide. The guides are composed of flat steel spaced about 20 inches apart and which extend from the letter panel to the lower ventilator rail. Any settling of the deck cannot affect the movement of the sashes because it is not essential for The window locks were especially designed for this system and are equal to all the the guides to retain a fixed configuration. strain that may be brought upon them, even if the car should The brass bolt of the lock has a steel core which prevents its bending if the sash is dropped from Besides the stops which hold the lock bolts when the sashes are in the pocket, there are three or more collide heavily with another. one stop to another. stops to each runway, the upper part of each stop having ample inclination so that the bolts cannot fail to catch if the sashes are carelessly dropped. Safety stops are provided to prevent the sashes from falling more than a few inches if it should happen at any time that a passenger should not push the sashes high enough into the pocket City Type of Semi-Convertible Car to engage the locks in the uppermost stops. Formerly the use of metal sash stiles was objectionable on account of the difficulty of removing and replacing the glass. We have obviated the objection by a patented method of construction which consists of combining a metal casing with a wooden filler allowing the usual wooden beading to be used. The importance of getting rid of wall window pockets and having a window system which is easily operated is well shown by the orders of a number of companies for cars of the Brill Semi-Convertible type with longitudinal seats. The breakage of glass by rubbish being stuffed into wall pockets is a nuisance and expense which is entirely overcome by having the window pockets in the side roofs. The car is better adapted to summer service than the ordinary type because the window openings are larger. The small upper sashes can be arranged to open independently - of the lower, so that on cool and windy days when it would be uncomfortable for passen- Back View of Patented window Lock specially devised for Brill Semi-Con- vertible and Convertible Cars. Brass Sash Stile with Wooden Filler. Glass set in Felt and secured by Wooden Beading. gers to have a draft upon their backs, the air may be admitted overhead. It may occur to some that the weight of the sashes when in the roof pockets Description of Above Car Length over end panels, 28 Thickness of corner posts, 3.34" Length over vestibules, 4 o' Length of platforms, 6 Width over sills and panels, 8' 194" Width over posts at belt, 8’4” Height from floor to ceiling, 8' 134" Height from under side of side sills over trolley board, 9' 196" Height from track over trolley board, i iſ 95.3" Centers of posts, 2 8" Sweep of posts, 134" Thickness of side posts, 394 " Side sills, 4"x734” Sill plates, 12"x34" End sills, 5% "x6%" Length of seats, 36." Width of aisle, 24” Weight of carbody, 17,4colbs. Weight of car and trucks (without motors), 27,4colbs. Trucks, Brill No. 27-G affects the strength and firmness of the upper structure. A pair of sashes weighs 17 pounds, the upper sash being 434 pounds and the lower 12 A pounds; therefore in a car with ten windows to a side the weight of the sashes in each side roof would be 17o pounds, three-quarters of which bears vertically upon the posts because of the inclined position of the sashes in the pockets, the remaining amount bearing upon the ventilator roof. This small excess of weight over the standard construction is more than com- pensated for by using extra heavy letter panels. These panels 2/3 " 3%; 4.45 " l are made in a con- tinuous piece and are I's 3.5" £2" _3.7" Cross Section of Semi-Convertible Car with Transverse Seats. Note extra interior width gained by not having Window Pockets in the Sides. Single Truck Semi-Convertible Car inches thick and Io inches wide. They are gained around the top rail and post, to which they are secured by four 2-inch No. 16 and two 14-inch No. 15 screws, besides being glued. Another detail peculiar to our construction and adds considerable strength to the letter panel is a pressed steel plate connecting the end of the letter panel with the end facia around the corner post. Builders usually use a narrow plate at this point, and occasionally, when specified, two plates, one under the other. We use a single wide plate pressed into a shape which permits it to be brought well down the post, below the letter panel. Steel carlines, 1% inches by 5% inch, are bolted to the toprail between each pair of posts. The construction is unusually firm and durable and more than equal to withstand the strain of rapid starting and stopping. Description of Above Car The bottom fram- - i- - Length over end panels, 22" 7" Sweep of posts, 134" ing of Semi convertible Length over vestibules, 32' 7" Thickness of ºne poss, 4% "x5%" Cars for city service Length of platforms, 4' 5%." Thickness of side posts, 234" - iabl includ Width over sills, 7' 8" Side sills, 4% "x6" invariab y includes 12 Width over posts at belt, 7' 11%." End sills, 3%"x654" inches by 3s inch steel Height from floor to ceiling, 7' 95%" Length of seats, 34" - - - - Height from under side of side sills over Width of aisle, 23%." sill plates on the inner trolley board, 8 9%" Width of corbody, 18, 1oo lbs. side of the side sills which Height from track over trolley board, Weight of car and trucks (without motors), to 12%." 23, 1oo lbs. take the place of upper Centers of posts, 2 8” Trucks, Brill No. 21-E and lower trusses. Besides this purpose, the sill plates give extra stiffness to the side posts, to each of which they are secured by two 24 inch oval headed No. 20 screws. Where extra support is required for the ends of the car, inside truss rods, 1% inches by 4 inch, are also used, held 9 inches from the floor to center Patented Arm Rest for Window Sill of rod. The side posts are deeply tenoned into the - side sill, and are heavily strap-bolted through the sills. In the straight-sided Semi- Convertibles a round steel bar is brought through each post and through the top rail and the sill. The diagram of the cross section of the car with transverse seats shows why wide sill plates are used, namely, by not having high inside truss rods the side linings are permitted to be set in between the posts against the backing of the panels. The walls between the posts are but two inches thick and the ends of the seats are placed against the side lining, saving part of the width of the posts on either side and adding 6 to 7% inches to the width of the car. That the sides are much narrower than usual does not detract from their strength, as they have fully as much cross section of material as cars with sides several inches thicker. It simply reduces the open space between the outside panels of sheathing and the lining panels, but leaves ample room to air-jacket the car against cold. The fact is, the side construction is stronger by having the lining panels fitted in between the posts, as they form additional braces against longi- 6-6." tudinal strains. - - - The patented arm rest which is used on the low window sills of these cars adds much to the comfort Cross Section of Semi-Convertible Car with Longitudinal Seats - - - - and appearance of the seat and does not obstruct the window lifts. It consists of a section of wood 2% inches by 15% inches, mounted on brack- ets which are secured to the lining panels. The low window sillis an important feature and one that is peculiar to this car because of not having wall window pock- ets. Semi-Convertibles built last year for Buenos Ayres had window sills 233, inches from the floor and 24 inches to top of molding. The standard height, however, - -- - is 2.45% inches from floor to top of sill and Seating Plan with Single and Double Seats for Narrow Cars. The Brill Semi-Convertible Car is especially adapted to such plans on account of the Sides being but two inches thick 25 inches over all. HE Stephenson Semi-Convertible Window The Stephenson Semi-Convertible Type of Car System combines the wall window pocket PATENTED and the roof pocket methods of disposing of the sashes. . The details of construction of the posts and sash pockets are clearly illustrated - by the diagrams. It will be noticed that the side lining is set in between the posts. This arrangement makes it necessary to - LLD ID | | | | | | | | | | [ _ == provide only 34 inches for the post, and in - L - L. some cases, even less has been found practiº cable, but for ordinary service and for inter- urban cars, posts of from 3 to 3% inches in depth are recommended. To open a window, the arm rail capping, or hinged pocket cover, is first raised and the lower - - - - - - - city Type of sº sº." - sash dropped into the pocket in the usual manner; the cap is then closed down over the opening. The upper and smaller sash is easily pushed up into the pocket provided for it in the roof and fastened there securely, making a very convenient disposition of it and at the same time preserving the general form of roof construction. when a window is open, the clear space measures 2 feet 634 inches by 3 feet 214 inches. This window system is suitable for use with arched twin window type of cars as well as for the ordinary form. Two hundred cars for the Chicago City Railway were recently built with the twin window arrangement. The car is successfully used on elevated lines as well as in all forms of city and interurban service and is deservedly popular with managers and public in the many places where it is in operation both in this country and abroad. Lower Sash Description of Above Car _T} 's - - - S- 2 T - Length over end panels, 28 Sweep of posts, 1%." . º Length over vestibules, 39' Thickness of corner posts, 334" ſ *= Hº N Length of passenger compartment, 19' 134" Thickness of side posts, 234" | knºwn lº - Length of smoking compartment, 8' 196" Side sills, 4% "x72" | || || Length of baggage compartment, 8' 194" End sills, 4% "x7%." | Length of platforms, 4' 6" Length of seats, 3.5" - Width over sills, 8' 1" Width of aisle, 23" windows Closed Lower sash to drop below artu tall width over posts at belt, 8’4” weight of carbody, 17,ooo lbs. side suit Height from floor to ceiling, 8' 2" Weight of car and trucks (without motors), Height from under side of side sills over trolley 27,ooo lbs. Details of section showing Stephenson System of storing Upper board, 9' 3%" Trucks, Stephenson No. 20. S. Stephenson sash in Roof Pockets Centers of posts, 2 8+." emi-convertible window System EUTL º - EE-Eºss ENGEF Single-truck Convertible Car Closed. A Self- Contained Car for City Service The Brill Convertible Type of Car PATENTED HE success of the Brill Convertible Car has been remarkable from the first. Railway Association in 1898 the Washington Water Power Com- pany, of Spokane, Washington, bought the car which introduced the type to the railway world, and after a winter's trial which proved it could be as easily warmed as cars of standard construction, ordered others. years ago and consisted of sixteen cars with 3o feet 5% inch bodies, and last year twelve more of the same size were ordered. Many of the earliest users of the car have re-ordered several At the Boston Convention of the Street The third lot was built for this company two times and the experience of every one of the large number of roads now operating with them is highly satisfactory in every respect. With the exception of simplifying the details, the car is the same to-day as seven years ago. The same Car as on opposite page with Sashes and Panels raised into the Roof Pockets This is certain — the Convertible is a practical success, meeting all the conditions of modern city service as no other car can; is economical and durable, popular wherever it goes, and has nothing that detracts from its highest usefulness in any detail of construction or operation. The car not only does the work of two but does it better, for it is always ready to meet a change of temperature. use street cars for business purposes want comfort and protection, and if it is not given them, will not go out on threatening and stormy days. The large class of people who do not Where ordinary cars are used, many fares are lost because people who have but a short distance to go prefer to walk rather than suffer the discomforts of closed cars in warm weather or open cars on chilly or rainy days. Description of Car on This and Opposite Page Length over end panels, zoº Length over vestibules, 29' 5" Length of platforms, 4' 8%" Width over sills, 6’ io" Width over posts at belt, 7' 9" - Height from floor to ceiling, 8° 43'3" Height from under side of side sills over trolley board, 9' 3" Height from track over trolley board, 11 556" Centers of posts, 2' 6" Sweep of posts, 5” Thickness of corner posts, 334" Thickness of side posts, 333" Side sills, 594"x6" Sill plates, 6'x5'6" End sills, 4% "x6" Length of seats, 34" Width of aisle, 16” Weight of carbody, Io, 3 oo lbs. Weight of carbody and trucks, (without motors), 15,300 lbs. Trucks, Brill No. 21-E It is little to be wondered at that the Convertible is a remarkably popular car and one that people will wait for in preference to others, for the choice is with them whether it shall be opened or closed. Managers are usually glad enough to be rid of the “weather prophet” business. What an advantage it is, for instance, to have cars that can be sent out on a chilly autumn morning closed, and then when the morning has grown warm and the ladies are going to their shopping, they can have the cars If it should rain unexpectedly in the afternoon, the panels and If the evening is cool, theater-goers will have closed cars to go and come in. It opened. sashes are drawn down and raised again when the storm has passed. would hardly be possible to change a double-equipment of cars five times in one day, or even twice in many places; yet several changes a day are often necessary during spring and fall, and in many localities, through the summer. The Window Systems of the Brill Convertible and Semi- The Flexible Metal Panels slide into the Roof Pockets by Convertible Cars are identical. The air space between the means of Metal Guides on the Posts. There is no pos- Outer and Inner Metal Sheets of the Panels enables the sibility of the Sashes and Panels working loose and Car to retain heat fully as well as with Built-In Panels. rattling. The barn space that is economized by the use of a single equipment of cars is usually con- - sidered an important advantage. Also the saving of cost of an extra set of cars, and the main- tenance, insurance, interest and labor that is attached to them. - In past years many attempts were made to build convertible cars—and as many failures. The difficulty was that the movable parts were too heavy, or there was too much mechanism, or the sides bulged awkwardly, or the appearance was unsightly. It can be fairly claimed that the Brill Convertible Car has none of these defects. A pair of sashes weighs but fifteen pounds and a panel eighteen—light enough for any one with moderate strength to raise, and the operation simple enough with any one of ordinary intelligence. In less than five minutes a conductor can raise or lower all the windows and panels of a car; and if the passengers help, conversion is almost instantaneous. The windows are in two sections, the upper sash being 1554 by 28% inches and the lower sash 26 by 28% inches. The description and illustrations of the windows of the Brill Semi-Convertible Car apply to the Convertible, as they are identical in every respect. The panels are composed of two sheets of thin flexible steel with wooden slats placed horizontally between. One set of slats is secured to the inner sheet and one to the outer. At the base of the panel - the metal sheets are both secured to a bar of wood. Another bar of wood at the top of the panel serves as a window sill and is secured rigidly to the outer sheet, while the inner sheet is merely covered by a strip of metal behind which it has enough play to permit the sheets to bend independently in conforming Flexible Metal Panel with Inner. Sheet broken away to show Interior to the curves of the guides upon which the panel slides. To prevent the metal sheets from springing apart at the center, two pairs of clamps are riveted near the edges which have a sliding connection. It - - - Construction will be understood, therefore, that the two metal sheets are secured rigidly together only at the bottom. The bending of the panels is too slight to injure the paint—that has been proved by years of service. The metal sheets are Plan view of Post showing Grooveless held half-inch apart by the slats and wooden bars at the top and bottom, the air space between serving as a non-conductor construction and Method of sliding of heat and cold. That the panels are also thoroughly waterproof is evidenced by the fact that there has never been a Panels on Metal Guides. The Dots - - represent Curtain Wires complaint from one of the large number of companies which use the car, many of whom are in countries where the rainfall is heavy. The edges of the metal sheets project half an inch beyond the wooden slats and bars and straddle metal strips or guides which are screwed to the posts and upon which the panel slides when raised or lowered. Strong bolts with long powerful springs behind them hold the panel securely in the pocket. Safety stops prevent the panel from falling more than a few inches if it is not pushed up far enough for the bolts to catch in the upper stops. The former method of sliding the panel into the roof pocket consisted of the extension of both edges of the inner metal sheet, thereby forming tongues which projected into grooves in the posts. The new method, besides making it unnecessary to cut grooves in the posts, reduces friction, increases strength and enables the panel to be readily removed for inspection and repairs. -- convertible with “Detroit." Platforms, corner Seats, each accommodating three persons The width of the deck is not materially reduced by the pockets. the posts, the clear interior width of the deck is fifty-one inches. Completely encased roller curtains at the openings of the pockets are capable of being drawn to the floor. The car-lines of unusual depth not only give space for the roof pockets but add largely to the strength and stiffness of the roof framing. A broad and thick panel of ash connects the heads of the posts on the outside and is secured to each post and car-line with two large bolts and three four-inch screws. panel. side posts are connected with the corner posts by fixed panels. In a car measuring eight feet wide over Each post is gained into the At the corners are double-posts, or rather, heavy In long cars it is usual to extend the fixed panels beyond the double parts to the first side posts, as illustrated on this page. that there are no disadvantages with the arrangement. platforms. panels, the belt and the window rails. sections having fixed panels are raised into roof pockets in the same manner as the others. This gives space for a seat accommodating three passengers at each corner and thereby increases the aisle width at the doors. All spaces between the panels and the side linings not occupied by the bracing are solidly blocked in. The Same Car as on opposite page, Open It is easily seen Passengers occupying the corner seats may enter and leave at the side entrances next to the seats or by the There is, of course additional strength in the longer fixed panels, obtained by cross bracing between the posts and also by the convex and the concave The windows of the The lower parts of the side posts are strengthened by a special form of Brill Patented Round-Corner, Seat-End Panel and also by the seats to which they are substantially connected. In the illustrations of car interiors will be seen a metal arm (patented) pivoted to the back of the seat and connected to the post by a button on which the arm slides and makes part of a revolution. Description of Car on This and Opposite Page Length over end panels, 25' 9" Length over vestibules, 36' 9" Length of platforms, 5' 6" Width over sills, 7' 9% " Width over posts at belt, 8' 4" Height from floor to ceiling, 8 9 º' Height from under side of side sills over trolley board, lo' Height from track over trolley board, 12" 9 Centers of posts, 2" 7" Sweep of posts, 338" - -- Thickness of corner posts, 334" Thickness of side posts, 333" Side sills, 434"x634” Sill plates, 8"x54" End sills, 434"x634” Length of seats, 36” Width of aisle, zo” Weight of carbody, 13,6co lbs. Weight of car and trucks (without motors), 23,4oolbs. Trucks, Brill No. 27-G The arm is intended primarily to strengthen the back. This is necessary on account of the back being supported at unusually low points by the reversing levers to prevent any part of the levers from coming in contact with the bodies of seated passengers. A pair of levers is used at the aisle end of the seat and a single lever at the post end. The double levers are amply strong for any weight which may be brought against the back of the seat at that end, but the lever at the post end is single and curved, and although sufficiently strong for persons of average weight, requires extra support for heavy passengers, and this is met by the arm. At the same time the arm serves to fill the gap between the back and the post. The arm is also intended for a handle for passengers getting in and out and is well situated for the purpose, especially for passengers leaving the car, inasmuch as it prompts If additional grab them to face in the right direction when stepping down. - *L*. |- |- | |- - - - - |--|--|-- - * Type of Double Step convertible car with “Narraganse" handles are not used on the outside of the posts with the guard rails sliding behind them, the guard rails can be arranged to slide on metal guides on the inside of the posts as shown in the illustration of the car interior on this page. The Convertible Car shown on this and the opposite page includes in its construction the Brill Patented “Narragansett” type of double steps. It will be noticed that the side steps or running- boards are the same height as the platform steps and that the steps on the outward extending lower flange of the Z-iron sills are on the same level with the platforms. The side entrance is, therefore, made as safe and as easy as by the platforms. This car is mounted on Brill “Eureka" Maximum-Traction Trucks which carry it low, but it will be readily seen that with this step arrangement, double trucks having equal-sized wheels may be used. The entire practicability of the Convertible Car has been demonstrated by its large use in every climate. º ºw - -- - º º º Tºº- - --- - |-- - - - - The same can as on Cººsite page, open It has been in operation for a number of years in many cities of the Northern States, where the thermometer in winter frequently registers far below zero, and in the Gulf States, where weather is moist for long periods and the heat of summer is intense. The car has also been in use for several years in foreign places, such as Buenos Ayres, Argentine Republic; Port Elizabeth, Interior of Convertible Car showing Guard Rails inside of Posts South Africa; Wellington, New Zealand; Manila, Philippine Islands, and elsewhere, and has met with unqualified success everywhere. In nearly every case orders for the car have been repeated, a number of systems have had fourth and fifth lots, and in not a few it constitutes the entire equipment. A long reputation for careful planning and building is not to be lightly staked on any car. This reputation confi- dently backs the Convertible, and we of the complete success already attained. have the utmost confidence in the continuance Description of Car on This and Opposite Page Length over end panels, 3 o' 5%" Length over vestibules, 4 o' 9%" Length of platforms, 5' 2" Width over sills (Z iron), 7' 834” Width over posts at belt, 7' 11%" Height from floor to ceiling, 8' 5%" Height from under side of side sills over trolley board, 9' 6%." Height from track over trolley board, 11 1154 " Centers of posts, 2' 6%" Sweep of posts, 4%" Thickness of corner posts, 334" Thickness of side posts, 333" Side sills (Z iron), 8"x6"x4" End sills, 434"x8" Length of seats, 34" width of aisle, 1894 " Weight of carbody, 15,900 lbs. Weight of car and trucks (without motors), 23,300 lbs. Trucks, Brill “Eureka” Maximum-Traction Convertible and Semi-Convertible Types Combined HERE systems are laid out to enable the cars to run in one direction and have the entrances all on one side, cars may be used to advantage which combine the Brill Convert– ible and Semi-Convertible systems. As has been stated the windows in both systems are identical. On the right side of the car in addition to the sashes sliding into the roof pockets flexible metal panels are arranged to slide into the same pockets so that in a few minutes this side of the car may be made entirely open. A running board of the usual type is furnished which with the platform steps gives entrance at any point along the side. As the seats on the convertible side are centered against the posts and it is desirable to have the ends of the seats on the semi-convertible side come between the posts and against the side lining to increase the aisle width, this is accomplished by staggering either the posts or the seats. The car illustrated on this page has the posts staggered allowing the seats to be placed opposite each other while in the car on the opposite page the posts are opposite each other and the seats are staggered. This arrangement of a car carries with it the advantage of not requiring a running board on one side, thereby increasing the space between passing cars, a most valuable feature in connection with lines operating on narrow streets. It also prevents passengers from entering Description of Car on This Page or leaving the car on that side which many are prone to do when there is only a guard rail. A very practical type is shown which was designed for trailer service and besides having one side semi-convertible Length over end panels, 28’ 4” and the other side convertible, includes a center vestibule which divides the car into passenger and smoking compartments. Length over crown pieces and vestibules, 38' 4" - - - - - Length of platforms, 5' The partition which Height from floor to ceiling, 8' 6'4” Width over sills and plates, 7' 7 º' - Width over posts at belt, 7' ro" tends from the side Height from under side of side sills over trolley board, 9' 576” Height from track over trolley board, 11 1133" against which the - Sweep of posts, 134" - - - Thickness of corner posts, 334" - doors leading into . - - | Thickness of side posts, 338" on convertible side ; either compartment | 3%, ’’ on semi-convertible side. - Cº. Side sills, 434"x7" meet. These doors - E - Sill plates, 8"x5%" divides the car ex- Semi-Convertible side of Car shown above to a central post End sills, 5% "x7" - are suspended by Length of seats, 34" means of swivel- Width of aisle, zoº." - Weight of carbody, 14,750 lbs. wheels to curved Weight of car and trucks (without motors), tracks which guide 24,750 lbs. Trucks, Brill No. 27-G them from a closed position to a position at the side of the short partitions extending from the convertible side of the car. The arrange- ment economizes space and the doors are easily opened and closed. The running board is divided into three sections permitting each section to be folded or let down indepen- dently, and the central section serves the vestibule. Curved seats for six passengers each are at either end and the total seating capacity is fifty-two. As the brakes are only re- quired while shifting this car at the car house, a vertical wheel placed high on a shaft against the vestibule partition close to the lining of the side roof answers the purpose - convertible side of passenger and smoking Trane, ca. showing Rear section Open and saves room. This design is particularly well adapted to trailer service because the entire floor area, except the aisle and the small space for the vestibule, is available for seats. The division into two compartments solves the problem of furnishing accommodation to smokers in winter as well as in summer, a need that every manager recognizes and few have been able to supply. This appeals to a large number of passengers, and, together with the comfort and protection afforded by the convert- ible system, makes the car popular with both managers and public. The wide vestibule opening permits two persons to enter or leave at the same time, and when the entire side is open the car is filled or emptied at terminals as rapidly as an ordinary summer type. The short overhang at the ends, due to not having plat- forms, is a feature which is essential to trailer operation on systems where curves are of short radii and the streets are narrow. A car of similar plan for systems where it is necessary to run in both directions has both sides convertible and the vestibule extends across the car. The seating capacity is not reduced as the vestibule is provided with movable seats. The vestibule opening at either side of the car has a post at the center, and two sets of sashes and panels, identical to those of the rest of the car, form an outside closure and give a uniform appearance to the exterior. We have designed a variety of entrances suited to this style of car which adapt it to the requirements of trailer service of different kinds. The increasing demand for trailer cars has developed a number of types, but none of them combines Semi-Convertible side of Car shown above the advantages possessed by the cars just described. Description of Above Car Length over crown pieces, 37' Thickness of side posts, 53.8% on con- Height from floor to ceiling, 8' 6'4” vertible side, 3%" on semi-con- Width over sills, 7' loº" vertible side width over posts at belt, 8' 2" Side sills, 434"x7" Height from under side of side sills over Sill plates, 8"x54” trolley board, 9' 33%" End sills, 594"x7" Height from track over trolley board, Weight of carbody, 13, ooo lbs. 11' 6%" Weight of car and trucks (without Sweep of posts, 134"> motors), 21, 25 olbs. Thickness of corner posts, 534" Trucks, Brill No. 23, trailer The car illustrated on this and the opposite page is one of the most interesting types ever used in city systems where the cars run in one direction, and is the most practical of all the plans ever conceived to make an aisle car convertible to one with continuous The Cleve- land Electric Company has recently placed fifty of this The car has the Brill Convertible - | | || - System on the entrance side and the other side has fixed - - - |- -- - - - - - - transverse seats and still be self-contained. style on its lines. panels with the ordinary drop sash window arrangement. The seating plan is unique and consists of transverse Convertible side of Car shown on opposite page seats on the other. The longitudinal seats are arran opposite side to form continuous seats for five persons each. The movable seats are simply lifted around when it is desirable to change the car from one type to the other and are held rigidly in their position by strong catches. The cricket legs and back supports of the movable seats correspond to those of the seats on the convertible side of the car. The Brill No. 27-F Truck is the standard type of the Cleveland lines and is a short-base double truck with equal-sized wheels. Like all other trucks of its class, it carries the carbody too high to be used under open cars with a single step or running board at the side. Therefore to adapt the style of car shown to this type of truck and make the same division of height from the truck to the car floor at the side entrances, as at the platforms, a double step is used which is a modification of the “Narragansett” type. An angle iron is used for the sill with the upper step on the out- ward-extending lower flange. The arrangement prevents the upper step from projecting beyond the posts and keeps the width over all The above car with Sashes and Panels raised into Roof Pockets. Modified form of “Narragansett" Double step within the limits required in city service. The slid- ing panels are brought down to rest upon the sill steps when the car is closed and the step openings in the car floor are covered by seats on the convertible side and movable longitudinal gth suitable to be brought around to a transverse position and connected with those on the Description of Car on This and Opposite Page Length over end panels, 35’ 6” Length over vestibules, 45° From end panels over vestibule (front end), 4 From end panels over vestibule (rear end), 5 Width over sills (including plates), 7 194" Width over posts at belt, 8. 234" Height from floor to ceiling, 8' 6%" Height from under side of side sills over trolley board, 9 6%" Height from track over trolley board, 12. Sweep of posts, 134" Centers of posts, 2" 9” Thickness of corner posts, 354' Thickness of side posts, 234" on closed side; 33%" on convertible side Side sill size, 434"x 734" on closed side; 2%"x 734" on convertible side End sill size, 434"x 734" Sill plate size (closed side), 8"x54” Sill angle iron size (convertible side), 8"x6" x 7s." Length of seats on convertible side, 36” Length of movable seats, 53” Width of aisle, 33” Weight of carbody, 21,664 lbs. Weight of car and trucks (without motors), 33,564 lbs. Trucks, Brill No. 27-F metal plates which fold against the back of the steps when the car is open. Trunnions at the corners of these plates move vertically in slots in the sides of the post brackets and horizontal flanges on the brackets form a secure resting place for the plates, and hold the plates securely in place when they cover the steps. The cover plates can be opened or closed from the outside of the car when the panels are raised or from the inside when the panels are lowered. The appropriateness of the “Semi-Accelerator” doors (patented), which are used with this car, is apparent Closed side of Car shown on opposite page - - - - --- at a glance at the illustration of the interior. This arrangement brings the door close to the platform steps so that persons standing on the platform are not likely to obstruct the passage. It also enables the conductor to assist passengers to better advantage as he will stand near the step instead of at the center of the platform. The motorman's cab, formed by a longitudinal partition at the center of Interior of car on opposite page and above, when the convertible side is opened, - - - - - - the Longitudinal Seats are placed transversely, forming, with the others, Con- the front platform, is an excellent feature with a car of this type, and is made possible by tinuous Seats across the Car. Semi-Alteration Door at end. the use of the “ Semi-Accelerator” door. Another valuable feature to which attention is directed is the position of the grab handles on the posts of the convertible side. It will be seen in the illustrations on the opposite page that the handles are so placed that a passenger leaving the car will only see the handle at the left and, therefore, by using it is made to face toward the forward end and steps down safely. In our introduction we stated that only such cars as have been established in general practice would be shown in this book. We have made an exception in this case because the features of the car are not novel, but only their combination, and the car is, therefore, not to be considered experimental. In all probability no other car for city service ever included so many features intended to increase the comfort and safety of passengers and to facilitate operation. The greater comfort afforded by seats which face forward is indisputable. Transverse seats, however, reduce standing space and where the majority of passengers are carried short distances, traffic is delayed by congestion due to a narrow aisle. Having transverse seats on one side and longitudinal on the other is a compromise which has given much satisfaction and relief wherever used. The ability to instantly meet changes of weather is an advantage which the public appreciates, as is evidenced by increased earnings. The continuous transverse seats, when the car is open, increases the seating capacity twenty-five per cent. AEE _ Fºllºm. º, cº- - ---…，- _（~~~~， - · Car Narragansett" Thirteen-Bench “ - The Brill “Narragansett" Type of Open Car PATENTED LARGE field for the long open car has been created during the last few years by the remarkable development of amusement-park service and of summer excursion service generally. In nearly every case the conditions require such cars to be mounted on double trucks having 33-inch wheels, and capable of a four-motor equipment per car. Since the necessity of mounting open cars on trucks of this kind first arose, the perplexing question of how to provide steps that would be safe and convenient and at the same time not project beyond the prescribed limits, has been the subject of much study and planning on the part of all car builders; but only one satisfactory answer has resulted—the Brill “Narragansett" Car. It is impossible to construct an open car for double trucks with the top of the floor lower than 36% inches from the rails. Dividing that height by one step —the standard distance between rail and step being 19% inches, and step and car floor 17 Panel inches—is sure to result in many accidents, and the car is slow in taking on *...*. to and letting off passengers. Therefore, unless entrance is from platforms, tºº.” of few companies use single-step, double-truck cars. Recognizing the necessity for a double step arrangement to provide suitable entrance for cars of this type, we have accomplished the object in a thoroughly practical and satisfactory manner by simply substituting Z-irons for the usual thick timber sills, the upper step being formed by the middle web, which keeps this step within the line of the posts and the width over all within the restricted limits. The Z-iron does for the open car exactly what the dropped platform does for the closed; and who would think of building closed cars with - - - Nearer View of the Step Arrangement platforms flush with the floor for the usual conditions? The large Description of Car on Opposite Page - Length over crown pieces, 36' 83.8% Height from under side of side sills over trolley Sweep of posts, 5" Width over sills, 7' loº" board, 9 2 34” Weight of carbody, 13,7co lbs. º width over posts, 8' 5" Height from track over trolley board, 11. 834” Weight of car and trucks (without motors), Width over running boards, raised, 8' 6" Center of corner post over crown piece, 4' 23,7oo lbs. Width over running boards, lowered, 9' 6" Center of corner post to center of first side post, 5' 5" Trucks, Brill No. 27-G Height from floor to ceiling, 8' 1%." Center to center of side posts, 2 8" - - - - - - | Leº-RT I Illi il 1 - | - - - - - - - - - - | | || | - - | | | || | - - | - - | | | - - | - | L- L_ - - - - | - - y º º- - II. - - - - - - - - - º - - - | || - - - - - - º - Fifteen-Bench “Narragansett" Car H 7: 10%" – to stop and swing around Comparison of Step Heights of “Narragansett" and Standard Single-step Cars ing for the -- Narragansett” Car, passengers O not require before reach- step—a frequent occurrence in ordinary open cars, and a procedure anything but pleasant to those sitting at the end of the seats—but step directly down, or turn sideways when the running board is reached. Iron plates with corrugated surfaces form the treads of the sill-steps, and pre- vent slipping in wet weather. The car is sufficiently narrow to be operated on city streets. length. Description of Car on Opposite Page method of Length over crown pieces, 4 o' 438" Width over sills, 8' 1" width over posts, 8' 22" Width over running boards, raised, 8' 8%" width over running boards, lowered, 9, 8%" Height from floor to ceiling, 8' 34" Height from under side of side sills over trolley board, 9' 1" Height from track over trolley board, 11' 7" Center of corner post over crown piece, 4' Center of corner post to center of first side post, 3' 8 º’’ Center to center of side posts, 2 8” Sweep of posts, 2%." Weight of carbody, 14, 5oo lbs. Weight of car and trucks (without motors), 24, 5oo lbs. Trucks, Brill No. 27-G carrying the posts make the “Narra- gansett” the strongest open car ever built. They project over the web a trifle, making the step 7 inches wide. The seats are full standard The Z- iron sills and the number of accidents which are common to the ordinary style of open cars are attributable, in the majority of instances, to high steps, and there is no better proof of this than the fact that there are no more accidents with “Narragansetts” than with closed cars. When it is considered that most of the passengers carried on these cars are women and children, the importance of having steps that may be safely mounted and dismounted without assistance will be appreciated. The lower step or running board is but 16 inches from the rail; from board to sill-step, 13 inches, and from sill-step to car floor, 7% inches—heights that make it unnecessary for passengers to use the grab-handles except to steady themselves. In leaving the Transparent view of Casting which connects Z-iron Sill with Crown Piece and Angle Iron Bumper --------- Jº- -- ||||I|| 7. | | - - - - - - - -- M. - - | - - - - | - - - - - - - - Standard Open Cars HE open car with its large seating capacity will always be popular with both passengers and railway managers wher- ever the warm season is sufficiently long and the climate is dry enough to warrant its use. The free admission of air and the unobstructed view are advantages which are much appreciated in the summer season and attract many to the cars for the pleasure of riding. It is a type well suited to city service on account of the rapidity with which passengers may get in and out. As usually built, the seats have reversible backs with the excep- tion of the four which are against the bulkheads, so that all the passengers on all but two of the seats face forward. Open cars are sometimes built without bulkheads, vestibule ends with stout Ten-Bench Open Car corner posts taking their place, thereby permitting all the seats to have reversible backs. The bulkheads, however, give better support to the roof and are usually preferred; they also afford protection on cool days from the wind caused by the speed of the car. The bulkhead sashes may be dropped into pockets which are provided for them between the seats so that in very warm weather passengers may have the benefit of the rush of air from the front. If the weather conditions require more protection for passengers on the seats outside the bulkheads, light but substantial vestibules, such as are shown on page 86, may be used to advantage. We build all open cars with the round-corner seat-end panels which are fully described on page 86. They not only make it easier to get in and out of a car, but permit the curtains to be drawn to the floor without difficulty. Guard rails are now generally used instead of chains or straps, as they give better protection and are quicker to handle. In the illustrations they will be seen in their raised position under the water board where they are securely held by gravity catches (patented). The use of “Eureka" Maximum Traction Trucks, such as are under the car on the opposite page, enables a long body to be carried so low that the steps Or running boards are approximately the same height as the steps of a four-wheeled car. Description of Car on Opposite Page Description of Above Car Length over crown pieces, 37' 676." Center of corner post over crown piece, 4' Length over crown pieces, 28' 834” - Sweep of posts, 5" --- Width over sills and plates, 6 ro" Center of corner post to center of first side post, 5' 5" From center of corner posts over crown piece, 4' Thickness of corner posts, 3% width over posts, 7' 7%." Center to center of side posts, z' 8" Width over sills and plates, 6' 2" Thickness of º Pºsts, 234 Width over running boards, raised, 7' 8" Sweep of posts, 5" Width over posts, 7. %." Side sills, 334 *. Width over running boards, lowered, 8' 8" Weight of carbody, 16,8oo lbs. Height from floor to ceiling, 7. 5%." Sill plates, 7"x 4. Height from floor to ceiling, 8' 194" Weight of car and trucks (without motors), Height from under side of side sills over trolley Weigh of carbody, 7,ooo lbs. - - Height from under side of side sills over trolley 24, ooo lbs. board, 8. 494. " Weight of carbody and trucks (without motors), board, 9 76" Trucks, Brill “Eureka” Maximum-Traction Height from track over trolley board, to 938" lºog lbs. Height from track over trolley board, 11 576” Centers of posts, 2 8" Trucks, Brill No. 21-E - | - Eºs = - | - - - N. A. º ºsº- F. |- E. - - - - - ºr Longitudinally seated car for Heavy City Traffic Standard Closed Cars TNTIL within a comparatively few years the single-truck closed car with longitudinal seats and drop-sash windows was used almost universally in the United States and it still holds a large place in street railway practice, especially in smaller cities. The wide space between the seats is an important - advantage over the limited aisle space of the transverse seat arrangement and gives greater carrying capacity and facilitates the movement of passengers in and out. When cars are built with the entrance at one side only of either open or vestibuled platforms, it is usual to include our patented “Semi-Accelera- tor” doors at the body ends, as illustrated in the first diagram on page 5o. By this arrangement the platforms may be used by standing passengers without obstructing the passage from Single Truck Car with Longitudinal Seats the step to the door. The car on the opposite page is designed for city service where a large number must be operated on short headway and the majority of the passengers are “short-trippers.” The fact that in New York, where the traffic is the heaviest and the conditions the most complex of any city in the world, this type has been used The Brill “Eureka” Maximum-Traction Truck is This truck carries the carbody so low that from the for a number of years without changing a single feature, is excellent proof of its entire suitability to such service. used under all of the long cars of the Metropolitan Street Railway and is essential to their successful operation. track to the platform step is but 143, inches, from step to platform 12 inches, and from platform to car floor 8 inches. For their length our cars are the lightest that are built. The strength necessary for the severe conditions of modern city service is in no way sacrificed to gain lightness, but the largest experience has enabled us to design and construct with an exactness that never fails to result in durable cars—cars which are the most economical to operate and which give the greatest satisfaction. Description of Car on Opposite Page Description of Above Car Length over end panels, 28 Length over crown pieces, 32" Length of platforms, 4' Width over sills, 6’ 6” width over posts at belt, 7' 6" Height from floor to ceiling, 8' 34" Height from under side of side sills over roof, 8' 9" - Height from track over roof, 1' 4" Sweep of posts, 6” Thickness of corner posts, 35%" Thickness of side posts, 2%" Side sills, 434"x634” End sills, 5%"x6%" Weight of carbody, Io, too lbs. Weight of car and trucks (without motors), 17,3co lbs. Trucks, Brill “Eureka"? Maximum-Traction Length over end panels, 18' Length over vestibules, 27' 5" Length of platform, 4' 8%" Width over sills, 6'. Width over posts, 7' 4" Height from floor to ceiling, 7' 11%." Height from under side of side sills over trolley board, 8' 8%" Height from track over trolley board, 11' 233" Sweep of posts, 8" Thickness of corner posts, 3.34" Thickness of side posts, 134" Side sills, 3%"x5%” End sills, 3%"x4%” Weight of carbody, 5,4colbs. Weight of car and trucks (without motors), io,4oo lbs Trucks, Brill No. 21-E _ - - --- - - - - == 7. A- - E_* E E º F 2- c_c > = c L I E. × -r- E--> Fº Yºr C. C. . - º Double-Truck Type of “California" car The “California." Type of Car HE “California” type of combination open and closed car is so named from its extensive use in that state. The equable climate of the Pacific Coast requires a car for all year service which equally accommodates those who wish to ride in the open air and those who prefer the protection of a closed compartment. The type has been adopted by systems in other parts of the country and abroad for use with other styles of cars and for total equipment. The long dropped platforms of the single-truck car shown on this page are supported without strain to the Brill “California.” Type of Car (Patented) carbody by a pair of angle irons (Brill patent) with the upper - flange under the sills of the body and which are offset and prolonged for the purpose. An advantage of this type over the ordinary open car is that ingress and egress are much easier because the dropped platforms have running boards only 13 inches over the railheads and the height from running boards to platforms is but 12 inches. The curtains in the open parts may be drawn entirely to the floor and together with the sashes and the bulkheads provide for stormy weather. Longitudinal seats are usually used in the closed compartment of cars of this length and together with those on the platforms afford seating accommodation for forty passengers, or twenty-five per cent more than a standard closed car of same length. Where the car is built without bulkheads, double seats are used on the platforms with an aisle between and vestibules are usually included. In some cases both bulkheads and vestibules are used. This car is invariably mounted on the Brill No. 21-E Truck because of the strength and easy-riding qualities of this type and the fact that it carries the carbody two inches lower than any other. The large car illustrated on the opposite page is excellently suited for scenic roads in mild climates, and is used on a number of long lines in California, also in several places abroad. The seats in the closed compartment of this car are longitudinal to increase the standing space. The window sashes of the closed com- partment and in the vestibules are arranged to drop into pockets. The curtains in the open compartments may be drawn to the floor. Description of Car on Opposite Page Description of Above Car Length over end panels (closed compartment), Thickness of corner posts, 35%." Length over end panels, 13' 5"," Centers of posts, 2' 8" 14' 6" Thickness of side posts, 234" and 234" Length over vestibules, 29 Sweep of posts, 5” - Length over vestibules, 38' Side sills, 434"x7" Length from panel over crown piece, 7' 9%. " Thickness of corner posts, 33%"x5" Length of platforms, 11' 9" Sill plates, 8"x54" Width over sills, 6’ 3” Thickness of side posts, 134” Width over sills (including plates and sheathing), End sills, 434"x7" Width over posts at belt, 7' 1" Side sills, 7"x3%"x 4" angle-iron - 8' 2" Length of seats, 36", open compartment Height from floor to ceiling, 7' 7%." Weight of carbody, 8,500 lbs. Height from floor to ceiling, 8' 15%." Weight of carbody, 17,5co lbs. Height from under side of side sills over trolley Weight of car and trucks (without motors), Height from under side of side sills over trolley Weight of car and trucks (without motors), board, 8' 3%" 13, 5oo lbs. board, 9, 23%." 27, 5oo lbs, Height from track over trolley board, lo' 278" Trucks, Brill No. 21-E Height from track over trolley board, i i" io94." Trucks, Brill No. 27-G Metropolitan Combination Type of Car The center-vestibule type has been used with much success in a number of important systems. - Combination Open and Closed cars HE “Metropolitan” combination open and closed car is used in a number of large cities in conjunction with standard equip- ment. It was designed for the Metropolitan Street Railway, of New York, when the Board of Health of that city demanded that every fourth car in summer be closed and has proved so popular that it is used as a regular part of winter equipment, smoking being allowed in the open part. The illustration shows that one-half of the car is simply a standard open car and the other half a standard closed. The seating capacity of a car of this size is forty-nine. As there are no platform steps at the ends to be avoided, the trucks may be placed so as to reduce the objectionable overhang and thus enable the car to be satisfactorily operated on narrow and crowded streets where the curves are of short radius. gers can be easily watched and controlled by the conductor. It is, therefore, particularly well suited to trailer service. Another valuable feature of this type is that the entrance and exit of passen- In the car shown below the heavy stirrup-iron, which connects the sills, allows the steps to be kept within the line of body and at the same time preserves the stiffness and strength of the structure quite equal to that in which the sills run straight through from end Description of Upper Car Description of Lower Car Length over vestibules, 36' 196" Length of closed compartment, 1' 22" Length of platform, 3' 8%" width over sills, 6' 5" Width over posts, 7' 294" Height from floor to ceiling, 7' 1%." Height from under side of side sills over roof, 8' 9" Height from track over roof, 1o 11" Sweep of posts, 5" Thickness of corner posts, 35%" Thickness of side posts, 2 4" Side sills, 4% "x7" End sills, 4% "x7" Weight of carbody, Io,860 lbs. Weight of car and trucks (without motors), 18, offo lbs. Trucks, Brill “Eureka” Maximum- Traction Length over end panels, 29' 6" Length from panel over crown piece, 21." Width over sills, 6' 5%" Width over posts at belt, 6' 9" Height from floor to ceiling, 7' 9%" Height from under side of side sills over trolley board, 8’ losſ." Height from track over trolley board, I I' 2%" Sweep of posts, 134" Thickness of corner posts, 35%." Thickness of side posts, 234" open; 2%" closed Side sills, 434"x6" End sills, 434"x6" Weight of carbody, 11, ooo lbs. Weight of car and trucks (without motors), 18, ooo lbs. Trucks, Brill “Eureka” Maximum- Traction to end. The seating capacity is increased by the use in the vestibule of a sliding seat with step-over back. The ends of the car are V-shaped to provide space for the motorman without sacrificing seating room. The net guards under the sides eliminate the danger of persons getting caught under the trucks should accidents occur at the steps. The center vestibule is adapted to a large variety of types of city and interurban cars. Center-Vestibule Combination Type - Top-Seat Cars IS England the use of the top-seat car continues to be almost universal. They are also to be found in several European cities, including Paris, and in the larger cities of tropical countries. Where extremes of climate and rapid changes of weather are encountered the type is obviously unsuit- able. The fact that top-seat cars must be operated at a slow rate of speed is not an objection in many places on account of the rules of traffic which limit speed. The outside seats are attractive for observation purposes and permit of smoking. These advantages, together with the large seating capacity afforded and suitability to all-year service, have made them popu- A number of cars which we have lar with both managers and public. built for South American cities have had longitudinal seats, facing outwardly, on the deck. If desired, the canopies are furnished with curtains which may be drawn to the floor. A form of stairway, devised by us, reduces the length of the platforms, provides a covering for the motorman, and keeps him out of the way of passengers. Double-Truck Top-Seat Car r º =| Fi 5. º º - ( º: - - º Sºlº sºlº sº. Durean Corporation TRAMways Recent Type of Top-seat car for use in warm climates Description of Upper Car Description of Lower Car Length over end panels, 15' 9" Length over vestibules, 26' 6" Width over sills, 7' 4" Width over posts, 8" Height from floor to rafters, 6' 5%" Height from under side of side sills over trolley board, 14' Height from track over trolley board, 16%" Height from roof over canopy, 6' 5% " Centers of posts, 2 5%" Sweep of posts, 4" - Thickness of corner posts, 4%" Side sills, 4"x7" and 3%"x6%" Sill plates, 6'x1%." End sills, 4% "x7" Length of seats, 34" Width of aisle, 18” lower compartment; 28" upper compartment Weight of carbody, 9, ooo lbs. Weight of car and trucks (without motors), 14, ooo lbs. Trucks, Brill No. 21-E Length over end panels, 22' 8" Length over vestibules, 34' 8" Length of platform, 6' Width over sills, 8' 1" Width over posts, 8' 2" Height from floor to ceiling, 6' 934" Height from under side of side sills over roof (lower deck), 7' 7" Height from track over roof (lower deck), lo' Height from roof over canopy, 6' 3" Height from under side of side sills over trolley board, 14' 4" Centers of posts, 2 5" Thickness of corner posts, 35%" Thickness of side posts, 234" Side sills, 434"x634" End sills, 434"x634" Length of seats, 34" Width of aisle, 1934" Weight of carbody, 16,300 lbs. Weight of car and trucks (without motors), 23, 5oo lbs. Trucks, Brill “Eureka” Maximum-Traction - - -- Private Prawing-Room car with Observation Ends. State Room, Bath Room, Kitchen and Stenographer's office Drawing-Room Cars N some of the larger cities drawing-room cars have been used for excursion parties with profitable results. On long lines the cars have been operated on a regular schedule, enabling patrons who are willing to pay double fares to travel more comfortably. The arrangement is similar to the club cars used on some steam suburban lines and chiefly patronized by men whose business hours are shorter than the majority. The car shown on this page has a buffet and kitchen so that luncheons may be served during long trips, and there are other features for comfort such as a folding wash basin of the style used on steamships and tables which are concealed in the wainscoting beneath the window when not in use. The car on the opposite page is one of the finest for private use ever built, and is unique in plan and appointments. It is provided with a stateroom, kitchen, stenographer's room and toilet room; one end is arranged as a smoking compartment and the other as a drawing room. The entrance to the car at either end is through the motorman's cabs; the trap doors which close the step openings form part of the flooring of the cabs. By this arrangement space is economized. The trap doors which give access to the motors are arranged to fit so neatly in the hard wood floors that their presence is only apparent by close scrutiny. Drawing-Room Car with Observation Platforms, Kitchen and Buffet Interior of Brill Semi-Convertible Drawing-Room Car Both cars are finished in mahogany, richly carved and inlaid. The floors are double and the interspace filled with mineral wool to deaden the sound. A number of parlor cars have included the Brill Semi-Convertible Window System, which adds to their comfort in summer. Description of Car on Opposite Page Length over body, 48' 6" Width over sills including sheathing, 8." 6” Height from floor to ceiling, 8' 26" Height from under side of side sills over trolley board, 9' 4%" Height from track over trolley board, I 2’ 576” Thickness of corner posts, 4%" Thickness of side posts, 3%" single; 2%" double Sill plates, 12"x34" Weight of carbody, 27,ooo lbs. Weight of car and trucks (without motors), 47, ooo lbs. Trucks, Brill No. 27-Ez Description of Above Car Length over end panels, 29 Length over vestibules, 4o" Length of platform, 5’ 6” Width over sills, 7' 8%" Width over posts, 8" Height from floor to ceiling, 7' io" Height from under side of side sills over trolley board, 8 95%" Height from track over trolley board, 11 698" Centers of posts, 4' 3" Sweep of posts, 134" Thickness of corner posts, 35 gº Thickness of side posts, 5" Side sills, 4"x734” End sills, 5% "x6%” Weight of carbody, 15, 3 oo lbs. Weight of car and trucks (without motors), 29, sco lbs. Trucks, Brill No, 27-Ei º Standard Types of Platforms and Vestibules -r = - - Open platform. Length, 4' 6". Entrance at one side º-Open platform. Length, 4' 6". Entrance at both sides * “Detroit" open platform. Length, 5' 6". Entrance at one side — - “Detroit" open platform. Length, 6’ 6”. Entrance at both sides * - Vestibuled platform. Length, 4'. Entrance at one side * Vestibuled platform. Length, 4'8%". Entrance at both sides = === - ----- T – -TDDD —" |------ — - -- == -— ---------- - - H H —º - Vestibuled platform. Length, 5’ 6”. Entrance at both sides * Vestibuled platform. Length, 4'8%". Double steps * Vestibuled platform. Length, 4'. Triple steps on one side. Motorman's cab THE Following ARE THE Usual, BUT NOT INVARIABLE, STEP HEIGHTS FOR CARS HAVING OUR STANDARD FORMS OF BOTTOM FRAMING: DIAGRAMS. 1-7 Cars Mounted on Brill Trucks No. 21-E “Eureka" No. 27-F DIAGRAM 8 DIAGRAM 9 with 33-inch. Wheels Single-Truck Maximum-traction and No. 27-G Car Mounted on Brill No. 27-E-1% Truck with 33-inch wheels Car Mounted on Brill No. 27-E-2 Truck with 33-inch wheels Track to Step . . . . . . . . . 1554" 15%" 1654" Track to Step . . . . . . . . 16%" Track to Step . . . . . . . . 1574.” Step to Platform . . . . . . . . 12” 13." 1454" Risers . . . . . . . . . . . 13." Risers . . . . . . . . . . . 10%." Platform to Car Floor . . . . . 6%" 734, 8” - - - - - -- - 1 | -- 1. L i. | | - 1. Longitudinal Seats. Semi-Accelerator Doors (Patented). Seating Capacity, 24 F- =l. 3. Standard Transverse Seating Plan. Seating Capacity, 44 — 30.’ 8’’ — 5. Transverse Seats with Longitudinal Corner Seats at either end for four passengers each. Seating Capacity, 44 T-T. s’ 2” 22' 6” lº- -- Longitudinal Seats in Smoking Compartment. Transverse Seats with Longi- tudinal Corner Seats in Passenger Compartment. Seating Capacity, 44 . ===== |- ----- TT - - - - - – --|--|--|-- == 9. Motorman's Cab and Folding Seats in Baggage Compartment. Toilet Room in Passenger Compartment. Seating Capacity, 37 11’ 10” Standard Seating and Compartment Plans 28/ --- . I- |- . TT |- || || | | | | | | |- 22’ 6” . . . . . . 11/ 9” 2. Single and Double Seats for Narrow Cars. Seating Capacity, 32 Tº 28/ – 4. Standard Transverse Seating Plan with Toilet Room. Seating Capacity, 38 6. Transverse Seats, Double Longitudinal Seats at one end and Longitudinal Seats for six passengers each at other end. Seating Capacity, 44 T - 22’ 6” - - += ----- - --- - - - - Standard Transverse Seating Plan for Smoking and Passenger Compartments t Seating Capacity, 44 Standard Transverse Seating Plan for Smoking and Passenger Compartments with Toilet and Heater Rooms and Semi-Accelerator Doors. Seating Capacity, 49 . . . . . . 12' 4// º 23’ 10” / - - H - C- l –– º T [[ --- T I I 1 * - 1 __ 1 - 1 - - --. Baggage, Smoking and Passenger Compartments with Standard Transverse Seating Plan Seating Capacity, 44 12. Baggage compartment with Cab and Heater Room. Standard Seating Plan for Smoking and Passenger Compartments with Toilet Room at rear of Passenger Compartment. Seating Capacity, 46 -- Express Car for Heavy City and Suburban Service. rapidly handled. are suspended steel rollers. to prevent injury to the sash as well as to facilitate handling. A steel roller is bracketed to the dash outside the vestibule window. Vestibuled Platforms platforms and trucks indicates. Baggage, Express and Portable Sub-Station Cars XPRESS and freight business has attained such an important - place in both city and interurban traffic and the conditions of such service have become so definitely known that the de- signs for such cars have, to a large degree, become settled. The types shown represent recent practice, the first being intended for city and suburban service as the character of The car is equipped with powerful wrought steel cranes, one at each of the side doors, enabling heavy articles to be conveniently and Four 2-inch by 1-inch steel frames at equal distances apart extend from the floor up the side walls and under the deck, like rafters, from which These rollers are for holding long pieces of material which are brought through the central window of the vestibules at both ends and Two large steel hooks, also intended for suspending material, are on each side of the car and may be swung against the wall or removed. All parts of the car subject to excessive wear are sheathed with steel, and the lower parts of the sliding doors are protected, when drawn back, by 4-inch steel secured to heavy iron uprights. The larger cars illustrated are for interurban service and are mounted on high speed trucks. motors to enable them to be used as electric locomotives. Description of Upper Car Description of Lower Car Length over end panels, 32" Length over vestibules, 42' 8" width over sills, 7' 9" Height from floor to ceiling, 7' 434" Height from under side of side sills over trolley board, 8' 8.34" Height from track over trolley board, 11' 3%" Thickness of corner posts, 4"x5" Thickness of side posts, 3"x4" Side sills, 6”xio" Sill plates, io"x34” End sills, 6'xio” Width of opening of sliding doors, 5’ 6” Weight of carbody, 24,7co lbs. Weight of car and trucks (without motors), 34,7co lbs. Trucks, Brill No. 27-G Length over end sheathing, 38' Width over sills and sheathing, 8' ro" Height from floor to ceiling, 7' 9% " Height from under side of side sills over trolley board, 8' 154" Height from track over trolley board, 11 loss” Side sills, 534"x778." - End sills, 434"x7%” Sill plates, 7"x54” Width of opening of sliding doors, 5' Weight of carbody, 15,7co lbs. Weight of car and trucks (without motors), 3o,7oo lbs. Trucks, Brill No. 27 Cars of these types are frequently equipped with high power Doors at diagonally opposite corners admit long pieces of material and enable the motorman to enter or leave the car when it is filled with freight and also permit him to throw switches without getting down upon the track. When cabs are not provided, it is customary to use a removable gate, behind the motorman, against which Interurban Express Car with Arched Deck -------- freight may be piled. It is usually advisable to have baggage and express cars of the largest capacity that conditions permit, as the difference in cost of handling is comparatively small and the earnings are increased proportionately to the tonnage || 1 , || || sº exº carried. Attention is directed to the Combination Snow Plow and Baggage Car shown on the following page. The Portable Sub-Station Car shown is one of a The roof of the car is constructed to be removable in a single piece to number of designs built for this purpose. permit the installation by crane of a rotary converter and - - - - . . - - The Heaviest Type used in Fast Interurban Service transformers. A 4oo-K. W. rotary converter is placed directly over the truck at one end and three transformers at the other end of the car with the switchboard between ; the total weight of the equipment being 51,000 lbs. Long poles are used to hook connection onto the transmission lines at any point alongside of the track. The use of such a car is an economical method of supplying the current to outlying parts of systems which at times carry heavy traffic, such as lines to distant pleasure parks, used only or chiefly in summer. The delivery of a heavy voltage of direct current over several miles of line involves a waste too great to be continued for any length of time. Instead of building sub-stations which would only be used part of the year, a car which may be placed on a siding wherever needed and connected with the wire carrying the alternating current, is a decided saving. As the percentage of waste for distance is slight with alternating current, the car may be placed as far from the power house as desired. - Besides furnishing cars for every kind of baggage and express traffic, we build mail cars with the United States standard fittings, either for straight service or combined with express; also construction cars for every requirement, tower cars of the various forms, electric locomotives from the smallest industrial types used on narrow gauge roads to machines capable of hauling heavy trains, and, in short, in addition to the types shown, we design and construct every form of rolling stock for regular and special conditions which are included in these classes of equipment. Description of Upper Car Description of Lower Car Length over sheathing, 56. Width over sills, 7' loyſ" Height from floor to ceiling, 8' 43%" Height from under side of side sills over trolley board, 9' 8" Height from track over trolley board, 13° 4" Side sills, 534"x776" Sill plates, 8"x34” Width of opening of sliding doors, 6 Weight of carbody, 28, ooo lbs. Weight of car and trucks (without motors), 51, ooo lbs. Trucks, Brill No. 27-E3 Length over end sheathing, 36 Width over sills and sheathing, 9' 6" Height from floor to ceiling, 8° 434" Height from under side of side sills over trolley board, 9' 834” Height from track over trolley board, 12' lošć" Side sills, 5%"xt 134” End sills, 134'x1 134" Width of opening of sliding doors, 5’ 6” Weight of carbody, 16, ooo lbs. Weight of car and trucks (without motors), 3o, ooo lbs. Trucks, Brill No. 28 Portable Sub-Station Car with Removable Deck - 5, HAELET * *** º - sº Sub-Station Nº. 2 era - - Combination Snow Plow, Baggage Car and Electric Locomotive Snow Plows and Sweepers HE Combination Type on the opposite page is one which we build for interurban service, and is the heaviest and most effective snow-fighting machine ever put on an electric railway. The plows and levelers can be easily and quickly removed and the car made ready for baggage, express or locomotive service and therefore the car need never be idle. In localities where the need of snow plows occurs but a few times during the winter, companies have been deterred from adding them - - - to their equipment because of the amount of service being dispro- 3 This useful combination entirely removes the objection. The portionate to the outlay for the plows and their maintenance. plows are strongly backed with oak, and are attached to the - º Brill Standard Nose snow Plow for Single-Track Service body by four stout guide posts, upon which they have a vertical - adjustment of nine inches by means of chains passing over sheaves upon shafts, which are revolved by large horizontal hand wheels geared to the shafts. The levelers are attached to the center of the body by heavy posts, securely braced, and are raised vertically, instead of at an angle, as in the old style, so that obstacles close to the track may be avoided. The body framing is unusually strong and includes 534-inch x 774-inch side sills plated with 7-inch x 54-inch steel. Tie rods extend across the car and those at the ends are brought through the guide plates at the corners to give extra strength at the points which receive the greatest strains from the plows. Besides the under truss rods, short upper truss rods are employed which are centered over the bolsters and assist in relieving the sills in the weight of the plows. The car has doors in the ends at diagonally opposite corners for the admission of long articles, and is well arranged in every particular for baggage and express service. We design plows to meet conditions of all kinds. The plow shown above is for single-track service and combines every feature that has increased the effectiveness, durability and convenience of all the types which we have built. The curved form of the plates of the plows has proved very effective in rapid work. They are composed of 34-inch steel backed by heavy castings. The lower edge is horizontal for the full width of the track and sheared on an incline at each side, giving an elevation of two inches at the ends to avoid contact with cobble stones and high places in the pavement near the rails. The Description of Plow on Opposite Page Description of Above Plow plows are adjustable to a height of nine inches above the rails by means of straight Length over body, 3 o' Length over body, 18' 6%" link chains which pass over chain wheels resting on the end sills, and are wound on Length over all, 4 o' 5%" Length over all, 25' 4%." - - - - --- Width over side sills, 8" Width over sills, 6' 10%." other chain wheels in the cab by worm gear operated by horizonta hand-wheels. Length from point to side of adjustable plow, 8" Length from point to side of plow, 7'3" The plow posts are made of sections of 60-pound T-rails, secured at the top to width of adjustable plow, 2' 6" Width over nose plates, 4' - - Length from point to side of upper plow, 7' Truck wheel base, 7' the body and at the bottom to 3x3%-inch bars which extend from plow post to width of upper plow, 1 6" Weight without motors, 16,ooo lbs. plow post and give enormous resisting power to the plows, especially at the lower Length of leveler, 7' Weight without motors, 25,ooo lbs. edge, where the largest resistance is required. - - Sº sº Nº. Nº. Nº. - - - - Avvº. | - . . . N Nº. º º - - Brill standard Sweeper HE shear-board type of plow for double-track service, which is shown, - – - has the same operating arrangements as the nose plow on page 55 and is similar in general construction. The upper plate of the plow is stationary and the lower overlaps and bears against it in being raised or lowered. Ordinarily, in service, the plow is kept about two inches from the rails. The upper plates have vertical blocking of oak, 334 inches thick, and the lower have a horizontal blocking 634 inches deep. Truss rods, which are anchored at the ends of the sills, are brought up to the letter board of the cab and supported by straps 34-inch thick, which are bolted to the posts and extend down to the sill with a toe at the bottom - - T. - - - - Brill Standard shea. Snow Plow for Double-Truck Service inserted in the sill. The bottom framing of both nose and shear plows is very substantial and includes 6 x 12-inch side sills. Ice scrapers, or diggers, are a part of the equipment of all our plows. They are stayed to the body with a 34-inch rod, which passes through a spring, allowing sufficient play to prevent injury by catching on obstructions other than ice or packed snow. The scrapers are operated by a foot pedal in the cab, and when lowered retain a position about one-fourth of an inch from the crown and inside of the rail. Short brooms are used with the Brill Standard Sweeper on the opposite page, as they can be set at an angle necessary to throw the snow clear of the rails. Long, or double, brooms pile it up where they must come in contact with it again, and they do not throw it far enough outside the rails. Short brooms also work and wear more evenly and are easier to handle. They are capable of independent adjustment and can be made to conform to the curvature of the pavement between the rails. With one end set a little lower than the other, the rattan digs into the hollow of the rails and cleans them out thoroughly. A brush board and wing, set at the same angle with the revolving broom, keep their side of the car sufficiently free to prevent stalling of the sweeper in deep snow, and the revolving broom takes up what is left and leaves a clean road. Three motors are used, two for propulsion and one for the brooms. The sweeper is powerfully constructed in every particular and intended for heavy service. Sweepers should be set at work as soon as snow commences to fall. If drifts are liable to be encountered, plows should precede the sweepers. The operating arrangements are conveniently located and there are plenty of windows so that the men can see in every direction. The aprons are so placed as to prevent the snow from being thrown too far. The Brill Sweeper works more rapidly than other types and therefore fewer are required for a railway Description of Sweeper on Opposite Page Length over body, 21. Length over bumpers, 27' 6" Width over side sills, 6. io94." Height over trolley board, 11 6" Height to sills, 3’ 6” Length of brush shear board, 3' 2" Length of wings, 2" Weight without motors, 13,8oo lbs. Description of Above Plow Length over body, 18' 9" Length over all, 34' 5" Width over side sills, 6 royº” Length of shear plates, 12' 4" Width of upper plate, 2' 2" Width of lower plate, 2' 2" Truck wheel base, 7' Weight without motors, 16, ooo lbs. system. This is an important advantage not only because it reduces the cost of the equipment, but because interference with traffic is lessened. The mechanism could not be simpler, a fact which is appreciated by users, especially where snow storms are frequent and severe, for though repairs are seldom required, they are readily made and the sweeper can be relied upon for immediate service at all times. Except where the snows are heavy and drifts are liable to be encountered, a sufficient number of sweepers put in operation as soon as the snow commences to fall, will keep the tracks clear without the assistance of plows. This type has been used for many years in the largest systems, including the Metropolitan of New York. --- P- - --- OR WI C H S T R E. E. T R AIL WA Y C º MP A N Y - - - - - - --- - - --- - - - |-- - -- --- = - --- --- - -- - - - --- --- - - - --- - - - - - - - - -- - - - - - - - - - - - - - - - - - - - - |-- - - - EE E. E. - - - - - |-|-- - - - - --- - --- |-- - - --- - - - - - E. - - - - - - - - - - - - - - - - - - - T - * Geyser." Sprinkling Car with Enclosed Tank. Gravity Sprinkling Car has same appearance excepting the Air Compressor is omitted. Capacity, 2,480 gallons HE Brill Standard Gravity Sprinkler is suitable whenever it is unnecessary to sprin- Sprinkling Cars kle more than 12 feet on either side of the track. - - - - - - . . . The “Geyser” Sprinkler discharges the water to a distance of 35 feet on either side of the rails in a uniform spray, and provides an efficient and satisfactory --------....... means for sprinkling wide city streets. Any man of ordinary intelligence can operate The “Geyser” apparatus is a double-acting air com- When used with single-truck cars, the compressor is geared to an axle with sprocket wheels either type of sprinkler. pressor, designed to supply a large volume of air at low pressure. and chain. An independent motor furnishes the power when used with double truck cars. The air is pumped directly into the tank and kept at even pressure by a blow-off valve, situated in the man-hole cover, and adjustable to any desired point from 2 to 20 pounds. The apparatus is automatic and requires no attention during operation. By means of a clutch-lever the compressor may be disconnected at any time. In many places the water supply presents serious difficulties. If there is a lake or stream anywhere along the lines, it is a simple matter to run a hose, or lay a - main, from the track to the water, and connect with a short hose to a motor-driven centrifugal filling pump that can be installed under the floor of the car. Operated with a soo-volt motor, the pump has a capacity of 4cogallons per minute; therefore a 4,000 gallon tank can be filled in ten minutes. - Geyser sprinking car without - - Covering. Gravity Sprinkling car has same appear- ance, excepting the Air Compressor is omitted. Capacity, 2,480 gallons The pump is capable of raising the water vertically 18 feet and will draw it from quite a distance. This method enables a company to be independent of hydrants, and the heavy tax often imposed for their use, and also saves the expense of elevated tanks and their pumping equipment. Description of Car on Opposite Page Length over end sills, 16’ 6” Width over sills, 7' 5" Height from under side of side sills over trolley board, 8' 83%" Height from track over trolley board, 1 o' 11" Side sills, 434"xio" End sills, 7"x7” Size of tank, 6’ 6”xio' Capacity of tank, 2,48o gals. Weight of carbody, 1 1,200 lbs. Weight of car and trucks (without motors), 16, 200 lbs. Trucks, Brill No. 7 Description of Upper Car Description of Lower Car Length over end sills, 16' Width over sills, 6’ io” Side sills, 434"xio" End sills, 7"x7" Size of tank, 6’ 6”xio' Capacity of tank, 2,480 gals. Weight of carbody, 9,5co lbs. Weight of car and trucks (without motors), 14, 5oo lbs. Trucks, Brill No. 21-C Gravity Sprinkling Car with Centrifugal Pump for filling Tank from lake or stream. Capacity, 4,000 gallons Length over tank housing, 24' 7" Length over crown pieces, 33' Width over sills, 7' 6" Side sills, 5%"xī 134” End sills, 8" x 12" Size of tank, 5' 4"x24" Capacity of tank, 4, ooo gals. Weight of car and trucks (without motors), 32,2do lbs. Trucks, Brill No. 27-G Brill No. 21-E Truck The Brill Single-Truck, No. 21-E PATENTED HE spring arrangement of the 21-E Truck has been followed by nearly all builders, but this particular system provides for carrying the carbody two inches lower than any other. This is a large advantage, as single trucks are chiefly used in city service, where the matter of two inches in height of steps makes an important difference in the time taken by passengers in ^ = - - - - - - - - - Solid Forged Frames with Diagonal Crossings at center getting in and out of cars. The J. G. Brill Company was the first to recognize that the uniformity of springs was responsible for the rhythmic motion which developed into a gallop as the speed accelerated, and counteracted this oscillation by subduing the quick action of the coil springs by slower yielding semi-elliptics. The position of the semi-elliptics extends the spring base as far as is necessary to obtain an easy and steady support. Besides the semi-elliptics, eight coil springs rest in pairs on the side frames. These are placed close to the yokes and nearly over the heavy coil springs in the journal box ears which support the side frames. It will be seen, therefore, that the part of the side frames between the yokes is relieved of most of the carbody weight and left free to support the motors. The side motion of the carbody is cushioned by an allowance of sufficient space in the side frames for play of the spring posts and by the torsional action of the semi-elliptics. Large diameter coil springs set low in ears at either side of the journal boxes carry the frame at points directly under the pedestals. Their position enables the carbody to be carried low and their equal bearing secures the upright position of the journal boxes, preventing tilting and sticking in the frame jaws. Being in pairs, these springs have large carrying capacity without stiffness. Long cars may have extra support by setting truss pipes upon the ends of the post stays, as shown on the opposite page, forming therewith complete and substantial trusses. The brake system is simple, easily adjusted, responds quickly to the operating mechanism and insures uniform pressure of the entire surface of each shoe upon each wheel. The solid forged side frames double the life of the truck. We heard recently from the manager of a large system in New York that the trucks of this type used by his company for nine years had never required repairs, nor had a single bearing been changed in all that time. Another company reports that during four years' service the trucks have needed nothing but the renewing of brake shoes and oil for the boxes every six months and are as good as new, including the bearings. The wonderful wearing qualities of the truck are chiefly due to the fact that the solid forged side frames, with their diagonal cross-braces, are able to keep square and hold each part in the exact position in which it was first adjusted. The journal boxes deserve part of the credit, as far as the bearings are concerned, for they are dust proof–made so by a patented method which is singularly effective. With a frame that never gets out of square, boxes which perfectly exclude the dust, and a spring system which gives an easy and steady motion, there is no reason why the truck should not run for many years without costing a cent for repairs. The correctness of the principle of the solid forged frame has been proved very conclusively by its early adoption, and over fifty years' universal use by American locomotive builders. The rapid increase of weight and speed in the first years of electric traction made the inherent defects of the composite frame so apparent that were it not for the great difficulties which attend the introduction of the solid forging process, the composite frame would have been obsolete long ago. Strains resulting from the rapid acceleration of powerful motors as well as those involved in hauling the load up steep grades, the vertical weight to be supported, and the lateral pressure on curves to be sustained, require a strength and rigidity not possessed by the most carefully riveted and best designed truss frames. They are structurally weak and uncertain in all requirements, save that of supporting a static load. The history of the electric truck frame is remarkably parallel with that of the locomotive frame. The conditions are even more severe, for in addition to the truck being a locomotive, it must carry the car. Frequent crossings, short curves, and incessant use of the brakes, make greater demands upon the stiffness and strength of the frame. The controlling idea in the early construction of truck frames was the same limited conception which predominated in the infancy of locomotive frames—to obtain the maximum power, from the most available sources. It requires little mechanical knowledge to understand that it is a simple matter to construct a built-up frame in comparison to one which is a solid forging. The great expense incurred in installing and experimenting with the heavy special machinery required has discouraged manufacturers in attempting it. During several years' experience with composite frames it became more and more apparent that the principle of the solid forged frame of the steam locomotive was not only applicable, but essential. In the composite frames no rivets had been used where bolts could be substituted, and the composition was the most scientific possible; but the result was, and always will be, the same. In a short time the heavy and continual pounding stretched and loosened the rivets; the general lack BRILL journal Box-Patented A-Lid C-Bearing E-Fibre washer B-Check Plate D-Oiler F-Collar of stiffness soon permitted the driving mechanism to get out of alignment; repairs were continually needed, and the trucks were short-lived. Solid forged frames were first made for this type of truck in 1890 and their complete success encouraged the continuance of experiment upon the application of the process to the more complicated forms of the double-truck. The mechanical difficulties which for years seemed well nigh unsurmountable were at length entirely overcome so that for several years all types of Brill trucks have been built with solid forged frames. The success of the No. 21-E Truck, which had been well founded in the types out of which it was evolved, was immensely increased by the adoption of the present form in 1896, and since that time its use has been almost universal among lines which operate single-truck cars. In Great Britain the truck is used on nearly every road using single-truck top-seat cars on account of its strength, stability and easy-riding qualities. The height of the top-seat car demands a degree of steadiness in the truck not found in other types, and the weight causes the ends of the truck frame to sag when composed of other than solid forgings. The No. 21–E is the most highly developed of all single-trucks, being the only one with a frame capable of resisting blows and strains coming from every direction and, therefore, by keeping true, prevents deterioration in any part of the truck and motors. Also because it has a spring system which has been proved by exhaustive tests of a large number of leading railway companies to possess the smoothest riding qualities. The journal box used with the 21-E Truck is self-oiling and will run six months without re-oiling. This box has a record of fourteen months without re-oiling, on one of the New York lines. It is strongly and simply constructed, readily removed and replaced and easily inspected. The box is made dust-proof by a patented method that is singularly effective in operation. The fault with most journal boxes is that the connection between the collar and the inside rim is too loose. In the Brill box the small amount of dust that is not trapped in the groove (the groove is shown in the illustration directly over letter F) passes over the collar (F) and settles on the shoulder of the rim. As fast as the dust slides down this shoulder against the moving washer (E), it is carried around and dropped underneath, where the groove is flattened down, leaving a free passage for the dust to work itself out. The placing of the box on a journal is an extremely simple operation: A fibre washer (E) is slipped on against the collar (F), (the collar is shrunk on and is a fixture); the bearing (C) is then placed upon the journal; after inserting the oiler (D) in the oil well at the bottom of the box, the box is placed on the journal, lifting slightly to allow the inside rim (the part under letter E) to pass over the bearing. When the box is pushed snugly against the fibre washer, the check plate (B) is slipped over the bottom at the end of the journal and a small block of wood placed on top to prevent dislodgment by jolting of the wheels. A piece of fibre secured to the inside of the lid makes the lid connection dust-proof. The oiler usually used is composed of cotton and wool woven into a plush pad and pressed against the journal by a spring frame. - - - Standard Dimensions for Brill No. 21-E Truck --- - ### With 3o-Inch Semi-Elliptical Springs # \ F. : - r- - Y. over centers of Top Width over Length of # | * | 8% op Plates Plates Jour. Boxes Axle : B - # I8%. GAUGE A B D L º: - | º ------- R - j tº ºr - | 19%. 3’ 5’-34” 4'-10” 6'-34” 5’-554" º; | º To TRACK - - --- -- # § Gowheel * - º *-234 º' ^-134// *- // '-134” *-i- L'// NECESSARY TOOBT/AIN for Motors - - 3 33% 5 1% 4 10.5% 6 1% 5 6'4 --- Roos PLACEDOuTSIDEOFMWHEEL's = - - … … … … … / H={}: 3’-6 5’-43 5’-2” | 6′-4 *-os.º - w 3–sº --- * * * * tº:G tº --- -āj-HT3 -º-º: - - - -- - - - - - - - 4' 5-10%." 5'-8%.” 6-10%.” 6'-334” 47-8%" 6’ 5'-94" 7. 6’-5’ - ----- –– - 5’ 6'-23%." 5'-1156" 7-23.4° 67-734" 5'-2'4" | 6′-53%" 6-254” 7-53%" | 6′-1054” –– – 5’-3’ - 6'-534" 6-254" 7-53%" 6-10%.” M N O P R S T -- - - |- 16” 1953” 1838" 10” 15” 28” 34” With 36-Inch Semi-Elliptical Springs - height of Wheel Base Total Length Spg. Base with over top Centers of Top width over Length of Height of wheel total º º E. F G GAUGE Plates Plates Jour. Boxes Axle Diameter of º: º h: º Spg. Base H * A B D L Wheel wº of J K E. F G - 6’ 14/-3” 13’-2” – - H I 30” 25%.” - –– 3’ /-3/// 4'-10” 5’-7 94' *-* 5x^ – - - - * | * % 5’-553 6’ 15’-7” 14'-6" 6'-6" 14'-9" 13'-8" 33” 265;" - --- - --- 30” 25%” 334” 3%" - - - 7. 15’-3’ 14/-2” 3’-33s" 5-133" 4'-1053" 5'-8%” 57-64" - - z_e/ *-* / - - 1 I-L- ----- // // // // 6'-6" | 16-17 | 15 7-67 15'-9" 14'-8" 33 26.5% 4 3% - 3’-6” 57-434” 5’-2” 5’-11 54." 5'-95;" - s’ 16/-3” 15’-2” - - – - 7' 16"-7" 15'-6" - 4’ 5'-10%.” 5'-8%.” 6'-553° 6'-334” M N O P R S T s'-6" 16'-9" 15'-8" -- |- / - ----- - 4'-sº,” '-0" ^-q I ^-634 º' ^-474// // // // // // * 3/// 7'-6" | 17-1” 16/ 9 17'-3" 16’—2” % 6 5'-9% 6'-634 6’—4% 16” 1953” 26.3% 10 15” 36 34 – - º- Brill “Eureka" Maximum-Traction Truck The Brill “Eureka" Maximum - Traction Truck PATENTED HE “Eureka" Maximum-Traction is essentially a city truck planned to fit all the difficult conditions found in most cities. On busy lines where the headway is short and the stops frequent, it is necessary to have every facility for expediting the movement of passengers on and off the cars; therefore, one of the chief considerations is the height of the steps. This truck carries the car practically as low as a single-truck, and has the advantages over a single-truck of being able to carry a longer car and being easier on the rails. The exact center of the truck is an imaginary point but six inches inside the center of the axle of the driving wheels, whereby the space between the sills, required for the radiation of the driving wheels and motor, is reduced to an extent that enables the truck to be used under low open cars as well as closed. By bringing the load at certain points upon the side frames near the large yokes, seventy-five per cent of the load is placed Method of attaching King-Bolt to Car Timbers on the drivers, which gives the truck the necessary traction to start quickly and climb heavy grades easily. By means of a V-plate attached to the carbody, a spring post between the pony wheels is compressed when the truck takes a curve, transferring for the time more weight than is necessary for guidance of these wheels on tangents. Having no transverse bolster there is ample space for a large motor; and the center of the truck being free and open, there is easy access to the motor and connections. The brake system includes differential levers which proportion the amount of pressure on each pair of wheels according to the load which they carry, so that skidding is almost impossible. The truck is built with side frames cast or solid-forged in a single piece. - As usually built, the truck has a 4-foot wheel base, 20-inch pony wheels, and 3o or 3.3-inch drivers. With 30-inch wheels, the platform step-treads of a closed car may be 143s inches from the rails; from treads to platforms, 12 inches; and from platforms to car floor, 84 inches; and with open cars the running boards 18 inches from the rails, and from the running board to car floor, 15 inches. The width over the sills of open and closed cars is practically the same. The central or pivotal point of the truck being within a few inches of the center of the driving axle, the swing of the large wheels is reduced to a very small amount, even on sharp curves. It also reduces the swing of the motor so that large motors may be - used without interfering with the car sills, enabling the carbody º Frame of “ … Truck. Each side ºran - Solid Forged in a single piece. - of the pony wheels, but as they are of small diameter, and as to be brought low. There is, of course, an increased radiation - - - the truck frame does not project beyond them, they swing not only clear of the sills but also of the steps of an open car. The motor being hung within the wheel base, no cutting of platform timbers is required. The draft of the truck is taken by a king bolt secured to the end sill, or a sill especially introduced for the purpose, and supported by a casting bolted to two short timbers and connected to the truck by projecting downward through a block which slides within a radial slot in a casting attached to the T-bar end-crossing. This arrangement does away with the necessity of center-plate and truck transverse bolster, leaving the entire center of the truck clear for the motor, which may be of the largest size practical with the diameter of the wheels. As before stated, the platform timbers are not interfered with and may be brought well back so as to obtain proper support. Except on curves the load is borne entirely upon side bearings which have anti- friction metal plates, one on the top and the other on the outside, which bear against the inner surfaces of angle plates attached to the side sills of the car. The angle plates are curved to confine the lateral movement of the truck on curves as well as on tangents. The pairs of spring posts on which the side bearings are mounted, pass * Eureka” Maximum-Traction Truck with Thirty-eight Horse-power Motor through brackets extending from the inner pedestals of the large yokes, the holes being fitted with bushings of anti-friction metal. The posts pass through and are supported by large-diameter conical coil springs, and through the side frames on which the springs are seated. The heads of the posts are round and the bolts which secure them in the sockets of the bearings allow a slight amount of play for equalization. The frame is carried on journal springs which absorb most of the vibrations and shocks produced by rail joints and crossings. Having the entire load inside the wheel base, the frame is perfectly stable at all times, enabling the brakes to retain their adjustment. The steady and easy-riding motion of the truck that has had much to do with its success is equally as characteristic under heavy loads as under light and at any speed. The pressure of the brake shoes upon each pair of wheels is proportioned to the load which they carry by means of differential levers. This practically does away with the flat-wheel nuisance, as the motorman is not liable to lock the shoes under any ordinary circumstances. Until recently we used springs behind the shoes of the pony wheels to reduce the pressure to the required amount, but have discarded that method, and after thorough trial have adopted the system shown on the opposite page as our standard practice, on account of greater simplicity and ease of adjustment. The eccentric disposition of the load, or the placing it near the driving wheels, is one of the chief features of the truck. Seventy-five per cent of the load is upon the drivers, which gives ample tractive force for grade climbing and rapid Differential Brake System as viewed from the interior of the Truck acceleration. Only so much weight is left upon the pony wheels as is necessary for guidance on tangents. By means of a V-plate attached to the carbody, a spring post near the axle of the pony wheels is depressed when the truck takes a curve, thereby increasing the load on these wheels for the time, pre- cluding any possibility of derailment. This device has been patented, as it is one of the essential features that go to make the truck the only complete one of its class. This apparatus is adjustable to suit condi- tions. Usually it does not require attention, since we make a suitable distribution of the weights and adjust Where there are unusually sharp curves, more weight must be the device before the trucks leave the shop. put upon the small wheels to make them guide than is needed when the curves are of long radii. The Metropolitan Street Railway of New York City has probably the largest traffic of any system in the world, its cars running at ten seconds' headway The “Eureka” Maximum-Traction Truck was found to during the busy hours on some of its lines. be entirely suitable to the conditions, and the fact that more than four thousand are now in use and are the only double-trucks operated on the entire system, is the best evidence of success. While we do not recommend the truck for high-speed suburban service, there are numerous instances of successful operation on fast schedules, such as on the lines between Brooklyn and Coney Island, a distance of eleven miles, where the cars, mounted on “Eureka” Maximum-Traction Trucks. are run at a speed of thirty miles an hour, showing that its qualifications extend beyond the field for which it is intended. ----- ºr-º- -- # & Cº., -- Maximum-Traction Truck AXLES AND JOURNALS J Diameter Motor Axle - - - 334” 4" 454" | 4%;" K. Diameter Motor Axle Journals - 3%" | 3%" 37;" 8%" th di - N Diameter Pony Axle - - - 3%" | 334” º º O Diameter Pony Axle Journals - 3’ 3%" roller bearings are used x The distance between hubs. Variable. F Distance from center of axle to crossing. We prefer to make this 3.1% inches. It must be increased when the radiation of the truck on curves would cause the motor, or motor supports, to strike the 6-inch crossing. w Distance from center of axle to bottom of sill. inches with the weight of the empty car body. H Diameter of driving wheel. Can be made 3o or 33 inches. U Truck brakes are furnished complete to this point only. All parts shown in the engravings, except the draft timbers, 6-inch crossing and truss rods are furnished with the trucks. Standard wheel base, 4 feet. May be increased if desired. This is 11 The Following Limitations Are Recommended Weight of Carbody with Equipment and Passenger Load Not to Exceed - - - - (metre) Dimensions for “Eureka Centers of Radius of Centers of width Length of GAUGE Frame Angle Plate | Brake Rods over All Axle Bt Cf M* Df Lt 3’ 4’ 10” 2' sh;"| 3' 11" 5' 7%" | 5' 55.4° 3' 33%" | 4: 1053" 27 2%" | 5’ sys” 5' 6'4” 3’ 6” 5’ 2” 2/ 10%." 4’ 5” 5' 11%." 5’ 95%" 4’ 5’ 8%” 3’ 17 // 3’ 24" 6’ 5 * 6’ 334 // 4’ 8%” 5’ 9%" 3/ 27.7 3’ 11” 6’ 634” 6’ 47%.” 5’ 5' 1153* 3' 35"| 4° 2'4" | 6’ 9%" | 6’ 74° 5’ 2%." 6’ 25%" 3’ 5%.” 4’ 5” 7. Lºº 6’ 10%." 5’ 3” | 6’ 2597 3’ 5%" | 4' 54" | 7 * 6' 104" * This dimension is variable. When the gauge is less than 4 feet 8% inches, we frequently place the brake rods outside the wheels. # The width over all will be proportionately increased when it is necessary to use longer axles on account of wide tread wheels, short radius curves or long cars. Maximum Size of Journal - Speed Not to Exceed - - - - - Motor Not to Exceed - - - - - - - - - 334 ºx6” 35, ooo Lbs. 3o M. per H. 5o H. P. -- Solid Forged Side Frames Brill No. 27-GE-1 Truck. the frame, and a cushioned side swing to the bolster. Journal springs bring the load to the The Brill Short-Base Double-Truck No. 27-G PATENTED HE distinguishing feature of the Brill system of equali- zation, as applied to the 27–G Truck, is the spring-link suspension of semi-elliptical spring equalizers. The complete system consists of three sets of springs, which work in series and distribute the load from the truck bolster equally to each wheel without variation for the different levels on which the wheels may be resting. The truck bolster bears directly on semi-elliptical springs, which receive the load at their centers and transfer it to the frame at points wide apart, to obtain the greatest stability possible. The spring-links amplify the action of the semi-elliptical springs, provide a wide spring base for the load, an elastic connection with wheels without interfering with the easy action of the boxes in the jaws. They are a part of the system of equalization, inasmuch as they permit the wheels to assume independent vertical positions. Between the bolster and the journals there are but two motions in a truck—vertical and lateral. No. 27-3-1 Truck cast steel side Frames The Brill equalized trucks are unique in the fact that both motions are imparted through springs. In other trucks the lateral motion is obtained by means of hangers, which allow the bolster to swing sidewise at the entrance of curves, but as the motion is stopped abruptly, the carbody is jarred and wrenched, and the wheel flanges are forced violently against the rail heads. If the speed is high there is danger of derailment. The spring-links of the 27-G Truck swing out at curves, and at the end of the swing the springs are compressed, cushioning the motion so that the carbody is softly and steadily drawn away from the line of its momentum. The wheel flanges share the benefit of the cushioned side swing and take the curves without grinding or “climbing” the rail heads. The spring-links have another large advantage over other swing bolster methods, in that the force of changing the direction of momentum does not bear upon the centers of the side frames, but at points less than nine inches from the centers of the journals. Before the adoption of cast steel side frames for center-pivotal trucks, riveted and built-up frames were used. These methods do very well so far as a vertical static load is concerned, such as in bridge building; but where side and lengthwise strains, shocks and vibrations have to be met, riveted and built-up work is radically wrong—a statement which has been amply proved in practice. Inability to preserve squareness is the common failing in such constructions. Loose rivets and bolts permit the side frames to “give,” and deterioration commences at once and proceeds rapidly. Squareness is life to the truck, for upon it depend the parallel relation of the axles, the alignment of the motors, the proper set of the journal bearings, the ease of the boxes in the jaws, the free running of the wheels, and the integrity of the whole. The frame of the 27-G Truck is composed of side frames, each of a single casting (solid forged frames are described on the following page), connected with angle-iron transoms, end pieces and tie bars, a frame which always maintains squareness, and has a wide margin of strength over all strains and shocks, no matter from what direction they come. The simplicity of form, of course, greatly facilitates inspection and repairs. Our method of bolting the parts together insures absolute rigidity and strength. The holes are drilled smaller than the diameter required and reamed to a size which necessitates the tapered bolts being driven in with a heavy hammer. As an illustration of the security thus obtained, a bolt head of a truck came in such violent contact with another truck, during transportation, that it was knocked off. After many endeavors to drive the bolt out, the conclusion was reached that the only way to remove it would be to drill it out; therefore the bolt was left headless, but in nowise less capable of performing its duty. After the bolts are driven in, crown nuts are screwed on over spring washers and transfixed - tº with cotter pins. The common method of drilling “straight holes” a little larger than the bolts, and trusting to ordinary nuts to hold the parts fast, like most cheap methods, is expensive in the end. | tº - - We build the 27-G Truck also with solid-forged side frames, and recommend them for trucks which are to be used under heavy cars. The form remains the same as in the cast frame, the difference ------------- * - -- -- - being in the nature of the metal as produced by the two methods. Frames composed of solid forgings Plan and Elevation of Single- and Double-Corner Brackets connecting are proof against crystallization. Attention is directed to the diagram, which shows the manner of Transoms with Solid-Forged Side Frames - - - --- - - securing the transoms to the solid-forged side frames. The double- and single-corner brackets that are employed are forged from single billets, and are characteristic of the substantial construction of the whole truck. The arrangement of the brake rigging, as will be seen in the illustrations, is of an exceedingly simple order, facilitating inspection and repairs. The brake shoes may be hung either inside or outside the wheels; in the majority of cases they are hung inside, as the system of levers and rods is more simple. In both arrangements the space between each pair of wheels is left clear for the motors, which may be of the largest type practical with this form of truck. Lest there be any doubt as to the strength of the links which enclose the equalizing springs, whether vibration might not cause crystallization at the point of suspension, it should be stated that any vibration unabsorbed by the journal springs is communicated to the springs in the links, and not to the links themselves. Never has a link broken in all the thousands of trucks which have been built. The Brill system of equalization reverses that of the Master Car Builders' Truck, by bringing the load to bear through the equalizers upon the frame, instead of through the frame upon the equalizers. The difference is not “six of one and half a dozen of the other,” but a distinct contrast in stability. The frame of the M. C. B. Truck rests on equalizer springs—a short spring base—and carries the load centrally. The frame of the 27-G Truck rests on journal springs—a spring base as long as the wheel base–and carries the load at points wide apart; in other words, the load holds the frame down on the journal springs at points close to the journals. The lack of stability of the majority of short-base trucks, is shown in the tilting of the frame when the brakes are applied. Frame tilting relieves the rear wheels of their share of the *sº * - --- -- load. In rounding a curve with brakes set and frames tilting or “kicking up,” there is great danger of derailment. The 27-G Truck has A runº, - --- - - - - - - - - B-Truck side Frame repeatedly demonstrated its absolute stability under the severest conditions, such as rapid application of air brakes while running at full speed. § ºf - - - - - - - - - º The truck comes to a stop without shaking or jarring the carbody. Another contrasting feature is that there is no uncushioned load on the ; ºne - - - - - . - - - - - -Rocker casting - journals. In the M. C. B. Truck the equalizers rest directly on the journal boxes, holding them rigidly at right angles, thereby causing them to '-º', - - - - - - - - of Rocker casting, to which it bind in the jaws whenever the equalizers are out of parallel with the frame, a constant occurrence, and producing the tremor noticeable in all is set at right angles. . . K-Equalizing Spring Link Nut - - - - - - - trucks of that type. Elastic, yet steady, without a weak point in construction, the system of equalization of the No. 27–G Truck includes everything needed for perfect action on tangents and curves. The truck has a wide field of service, and although especially adapted to city and suburban work, many interurban lines are operating with the truck, and it is capable of a speed of thirty miles an hour. To enable a center-pivotal truck, having equal-sized wheels, to radiate in the narrow space between the car sills, and clear the steps when rounding the short curves of city As the short base leaves no room for the motors to be placed streets, a wheel base of four feet is necessary. between the axles and transoms, they must be attached to supports resting on the truck-frame end pieces. When the speed exceeds thirty miles an hour, the motors, with most of their weight outside the wheel base, This is a necessary limitation in all trucks having outside-hung set up an oscillating motion of the frame. motors, and is reduced to a minimum in the No. 27-G Truck by the stability of the Brill system of equalization. The features which commend the truck particu- larly, for the various forms of service, are: side frames of cast steel or solid forgings, and semi-elliptical spring equalizers suspended from the frame by spring links. The design permits the body to be carried low, as will be seen by reference to the table at the foot of page so. The No. 27–G is the standard truck on many large city systems, including that of Philadelphia. Thirty-five rail- way companies in the State of Pennsylvania are opera- ting with the No. 27-G Truck and it is used in nearly every State in the Union; also in important systems in Canada, Mexico, Porto Rico, Hawaiian Islands, Brazil, Great Britain, France, Germany, Africa and Australia. - - - - - (metre) : B --2'11" - i /* 1%" king souts 38" sout ºustºeve . -º-, Dimensions for Brill No. 27–G Truck AXLES AND JOURNALS GAUGE 3’ 3/ 333" 3’ 6” 4’ 8 147 Centers of Frame Bf Radius of Rub Plates V 1’ 334’ 1’ 517 // 1/ 634” 1/ 934” 2’ 2” 2/ 334” 2/ 434” 2’ 434” width Length of J Diameter of Axle - - - 334” 4” 494 " 4%." "5" "l K. Diameter of Journal - - - 3%" 3%.” 37;" 37;" L - - - E Standard wheel base, 4 ft. It may be increased if necessary. = - 12, =/ // - 2, - 3. 2, º, H Diameter of Wheel - - - - - 28” 30” 33” 2, *:: 2 */ º P Distance from track to under side of Body 5' 11%" | 5' 95% Bolster; car empty - - - - 26” 27” 28%" 6' 55" | 6’ 334” --72 6’ 634” 6’ 47.4% + when it is necessary to use a longer axle on account of wide tread wheels, the width over all will 6’ 9%” 6" 7:4" be increased proportionately. -/ 12.* * Lºº U Truck brakes are furnished complete to this point only l | 6’ 4 X Distance between hubs. This is variable. 7. 98" | 6’ 104" Q Motor supports are arranged to suit style of motor. If only one motor is to be used the end angle iron can be made straight if so desired. King bolt not furnished by truck builder. Allow 11 inches for distance between carbody bolster and bottom of truck bolster. Maximum Size of Journal Weight of Carbody with Equipment and Speed Not to Exceed Motors Not to Exceed The Following Limitations Are Recommended 27-G-1 27-GE-1 27-GE--> - - - - - - - 334"x6" 334"x6" 4”x6” Passenger Load Not to Exceed - - - - 38,000 Lbs. 38,000 Lbs. 50,000 Lbs. - - - - - - - - 30 M. per H. 30 M. per H. 30 M. per H. - - - - - - - 50 H. P. 50 H. P. 65 H. P. -- The Brill No. 27-F Truck HE No. 27-F Truck combines the short-base feature of the No. 27–G with the spring system of the No. 27-E High-speed Truck. The frame and motor supports are identical to those of the No. 27–G Truck, and except that the bolster is narrower and the equal- izing bars shorter, the truck is practically the same as the No. 27-E type. The spring system of the No. 27-F Truck is equal in elasticity to that of the No. 27–G, three sets of springs being used in both, and the Brill No. 27-F Truck - - - - - - method of equalization is the same in principle and result. of the No. 27-G and No. 27-E Trucks apply to this type, we shall therefore merely recapitulate the principal features. As “a truck is as strong as its frame,” the strength and durability is enormous owing to the frames being solid forged. Each set of springs has to do with the equalization and together they cushion every motion. A peculiarity of this system of equalization is in the fact that there is not the extreme sensitiveness to inequalities of the track and at crossings that is experienced with trucks having the equalizing bars bearing directly upon the journal boxes. It is an admitted fault of that type of truck that it is “too well equalized,” as many have characterized it on observing the rapid and constant motion of the boxes. The hammering of the rails resulting from all of the load being dead upon the wheels is injurious to both the rails and wheels and the wheels are liable to jump. The spring base of the No. 27-F Truck is as long as the wheel base and the load is spring-cradled upon the frame with the points of suspension close to the points of frame support. This gives a stability to the frame so necessary in a truck with the motors supported on the end crossings and the brakes hung outside the wheels and which is evidenced by the small amount of brake adjustment required. The brake system is exceedingly simple in character, as will be seen by reference to the diagrams. The brake beams are offset to allow the same amount of clearance for the motors as the frame end crossings and the levers and rods leave ample space for the motors, even with the use of both outside and inside brakes. The rods are shortened or lengthened by adjusting nuts at the ends of the rods outside the brake beams where they can be handled with ease. The use of outside brakes, of course, greatly facilitates the renewal of brake shoes. While it is usual to have the brakes of this truck hung upon the end crossings, they may be hung upon the transoms by increasing the wheel base from 4 feet to 4 feet 6 inches. As the descriptions of the parts and their operation Although the principles of its design are readily comprehended, it will never- theless be interesting to trace the load through the truck. The load is first received on the bolster which rests on double elliptic springs; these springs are carried on the spring plank, to the end of which the equalizing bars are rigidly secured; spring links at the ends of the equalizing bars, transfer the load to the frame; journal springs bring the load from the frame to the ſt wheels. Each of the three sets of springs carries all of the load and º! together they furnish an amount of spring action which produces an - easy, steady and perfectly equalized vehicle for carrying the carbody. solid Forged side frame of No. 27-g and No. 27-f trucks - - - - - - - - - The action of the journal springs is vertical, that of spring links vertical and transverse, and the elliptics, besides having a vertical action, assist in the equaliza-2 tion by their torsional movement. thy of notice and may be seen in detail in the illus- tration on page 77. Formerly a bearing was used which had serrated surfaces between the holder and the cap, but as the serrations were necessarily about The adjustable side bearing is a device wor- one quarter of an inch from point to point, an exact º adjustment was not always possible. which is now used the adjustment is subject to the minutest variation, and when adjustment is required it is accomplished by means of a vertical bolt which is thread- ed through a lug on the side of the cap and bears on a corresponding lug or extension on the holder. zontally placed bolts at each end secure holder and cap together when the adjustment has been made and are allowed vertical movement by means of slotted holes in the holder. The bearing as used with this In the device Hori- type of truck is capable of 23s inches adjustment. Among the principal companies operating with the No. 27-F Truck are, the Toledo Railways, Detroit United Railways, Cleveland Electric Railway, Utica and Mohawk Valley Railway, Washington Water Power Company, Spokane Traction Company, Boston and (metre) Worcester Railway, Connecticut Railways and Lighting Company, Long Island Railroad, Georgia Railways and Electric Company, Northern Texas Traction Company and Grand Rapids, Holland and Chicago Railways. Its adoption by many companies has been due to their great satisfaction with the high-speed truck of the same type and because their employees are accustomed to the construction and details of that type of truck. |- -- ++ - - - - -Jº 4– - - 1– - - - -------------- - - - - : Dimensions for Brill No. 27-F Truck Centers of Radius of Width Length of GAUGE Frame Rub Plates over All Axles Bf V Df Lif 3’ 4/ 10” 1’ 334” 5’ 714. 5’ 554" 3’ 333" 4’ 1053" 1/ 57.7 5’ 8%” 5’ 634" 3’ 6” 5’ 2” 1’ 634” 5’ 11%.” 5’ 95.3" 4’ 5’ 8%” 1/ 934” 6/ 5.53% 6’ 334” 4’ 8%” 5’ 9.4% o/ 2” 6/ 634” 6’ 47%.” 5’ 5' 1153* 2° 334" | 6’ 9%” | 6’ 7:47 5’ 2%” 6/ 2547 o/ 434” 7. 1… ºr 6/ Lºº 5’ 3” 6/ 25.3% ->/ 434” 7. %" 6/ 10%." º Maximum Size of Journal Weight of Carbody with Equipment and Speed Not to Exceed Motors Not to Exceed be increased proportionately. The Following Limitations Are Recommended Passenger Load Not to Exceed AXLES AND JOURNALS J Diameter of Axle - - - 83. // 4” 454" 4%" K. Diameter of Journal - - - 3%” 3%” 37;" 37;" E Standard wheel base, 4 ft. It may be increased if necessary. H Diameter of Wheel - - - - - 28” 30” 33” P Distance from track to under side of Body Bolster; car empty T - - - - 26” 27” 28%" + when it is necessary to use a longer axle on account of wide tread wheels, the width over all will U Truck brakes are furnished complete to this point only. * X Distance between hubs. This is variable. Q Motor supports are arranged to suit style of motor. If only one motor is to be used the end angle iron can be made straight if so desired. King bolt not furnished by truck builder. Allow 11 inches for distance between carbody bolster and bottom of truck bolster. 27-F-1 27-FE-1 27-FE--> - - - - - 334"x6" 334"x6" 4” x6” - - - 38,000 Lbs. 38,000 Lbs. 50,000 Lbs. - - - - 30 M. per H. 30 M. per H. 30 M. per H. - - - - 50 H. P. 50 H. P. 65 H. P. -> Brill No. 27-E-1% Truck The Brill No. 27-E Truck EARLY ten years ago one of a lot of cars which we built for the Buffalo & Niagara Falls Railway was mounted on a pair of trucks of a new design. This was with permission of the railway company, and the understanding that if not satisfactory they would be replaced by trucks of the type on which the other cars were mounted. In a short time the conductors of this car, No. 3o, commenced to report a remark- able interest shown by passengers in the easy-riding qualities of the trucks. The preference shown was no uncertain matter, as passengers would allow other cars to pass and wait for No. 30. After a thorough and most satisfactory trial, all the cars of the line were equipped with the new type, which we called the No. 27-E, and to this No. 27-E-2 Truck. Extensions of Solid-Forged Side Frames bent around for extra clearance. Inside Hung Brakes operated from both ends of Truck day the road has used no other truck. This was the beginning of the success of this type, which has been so great that at present the most important high-speed roads - in this country and abroad are equipped with it. - Details of construction have been changed since the first trucks of the type were designed, but the original features remain the same, namely, three sets of springs working in series, spring-like suspended equalizing bars and cushioned side swing, features which are absolutely required by the conditions of modern electric interurban service, and which present the only decided advantage over the so-called Master Car Builders' Truck since that type came into use. The solid forged side frames, which we now invariably use, maintain absolute squareness in marked contrast with riveted and built-up frames. The general use of wooden frames on steam trucks does not justify the practice. Such frames are unable to retain their original squareness, however well re-enforced with corner plates, and lack of squareness means axles out of parallel, motors out of alignment and bearings out of true, resulting in “climbing" wheels, hot boxes, unnecessary consumption of power and rapid deterioration. Safety is the prime requisite in a truck for high-speed service, and safety is obtained, first, by using a frame which is capable of resisting strains and shocks in every direction, and constructed of such material in such form as can be depended upon. Finding it necessary to give up the riveted and built-up constructions, which were not capable of meeting the requirements of modern high-speed railroading because of the inability Spring Linº ºn- of the frames of that construction to withstand side strains and the constant vibration to which they are subjected, we turned our attention to "º. - making each side frame in a solid piece, either of cast steel or solid forged steel. During the first few years most of the trucks were built with º: Bolt cast-steel frames. For several years the cost of solid-forged frames was considerably more than for cast steel, and, therefore, the latter were º: º: Scat chiefly employed; but by simplifying and perfecting the process of solid forging the cost has been reduced to the level of the cast frame, and Hº: º washer for the past two years we have built all trucks of the No. 27-E type with the solid-forged side frames. T Riveted and built-up frames are unsuited to high-speed electric ser– vice, mainly because they are incapable of keeping the truck square. These side strains are produced by the thrust of the leading wheel on curves; and as the curves of electric roads are usually frequent and of short radii, trucks of this character are quickly strained at every joint and lose their squareness, with consequent friction in the journal and motor bearings, and the motors get out of alignment and wear unevenly. Such trucks may be cheaper at the beginning; but as they are constantly requiring repairs, and because of friction, they need more current to draw, and are more expensive in the end. The method belongs to a primitiv No. 27-E-2 Truck. p g p e order of Holder for Third-Rail mechanical construction, and is to be avoided wherever possible. Its con- Shoe detached tinuance in truck building is on account of cheapness, but this, as many managers have learned to their sorrow, is an expensive mistake—the best is always the cheapest. Riveted and built-up frames at best are an uncertain quantity, and, although flanged for transverse strength, are dependent upon a multitude of joints, all of which are undergoing constant deterioration caused by shocks and vibrations. A cast-steel frame is equal to strains from every direction, and will keep the truck square. It has all the proper qualities but one—it is not proof against crystallization, and sooner or later succumbs to the poundings, joltings and vibrations. Blow-holes may exist in the metal without possibility of detection, weakening the parts and increasing liability to crystallization. We built a large number of trucks of this type, having cast-steel side frames, for the Buffalo & Niagara Falls Railway, which for four years gave excellent service, and then many of the side frames broke within a short period. In a paper read before the Pittsburgh Railway Club last year, Mr. A. W. McCaslin, Master Blacksmith of the Pittsburgh & Erie Railway, said: “If tensile and torsional strength were the only requisite of a perfect material for locomotive frames (cast) steel would, indeed, be an ideal metal; but where shocks and vibrations are factors there is danger in its use. . . On one of our neighboring railroads they have had within the last six months thirty-five steel frames break on their consolidation engines, while only one wrought-iron frame has broken.” A motor truck has to withstand more severe shocks and vibrations than a locomotive frame, and carries a much heavier load in comparison. However, cast-steel frames are better than riveted or built-up structures, because they keep square, do not sag and cannot be shaken apart. The solid forging process was, therefore, a matter of necessity, developed and perfected by infinite pains and at large expense, and entirely realizing our highest expectations. We are the only builders of trucks having each side frame–side bars, yokes and extensions—solid forged in a single piece. The process consists of taking the fibrous metal and toughening it while it is being hammered and pressed into shape. In character it is much finer than the best finished casting. Of the many thousands of solid forged side frames we have made, only a fraction of one per cent, have broken or in any way have needed repairs. The method of securing the side frames to the transoms is shown in the accompanying diagrams. Plan and Elevation of Single- and Double-Corner Brackets connect- - ing Transoms with Solid-Forged Side Frames The double- and single-corner brackets that are employed are forged from single billets; the transoms and end pieces are of heavy angle iron, and all parts are bolted together in a manner which insures enormous strength and rigidity. The holes are drilled to a smaller diameter than is required and reamed to a size which necessitates the bolts being driven in. Crown nuts are then screwed on over spring washers and are transfixed with cotter pins. There are other methods which are quicker and cheaper, but as they inevitably result in noisy, out-of-square trucks, they are not permitted in our shops. The spring system comprises three sets of springs working in series, each having to do with the equalization, and not only is the load perfectly equalized on the wheels, but is also equalized on the frame. This is obtained by bringing the load to bear upon the side frames at wide-apart points near the yokes instead of at the centers, thereby holding the frames down upon the journal springs with a leverage against the wheels and brakes. Besides producing an effective leverage in favor of stability, the Adjustable Bearing placing of the links near the yokes relieves the centers of the side frames of much of the strain; in other words, the load is carried - - - Subject to minute adjustment on the side frames close to the points where they themselves are supported. Being outside the wheels, they furnish a wider link base than possessed by any other truck, which steadies the car on curves by diminishing the rocking motion of the elliptics. At the same time, they amplify the vertical motion of the elliptics, thereby imparting smoother motion to the carbody. At the entrance to curves, the spring-links swing outwardly, and at the end of the swing the springs in the links are compressed, drawing the carbody gently out of the line of its momentum into the new direction without the usual jar and lurch which wrenches the body. The trucks share the benefit of this cushioned side swing, as the wheel flanges are not forced violently against the railheads. This fact, together with the perfect system of equalization, accounts for the truck never having been derailed, except in collisions. - The equalizing bars and spring plank are rigidly secured together, forming a cradle for the bolster. The links which suspend this cradle from the frame enclose what are known as equalizing springs, but these equalizing springs must not be understood to directly equalize the load upon the wheels as in the “M. C. B." type, for, as has been stated, the truck is doubly equalized; that is, the load is equalized upon the frame before it is equalized upon the wheels, an extra set of springs being employed, which nearly doubles the vertical spring action, and the arrangement is such that never for an instant, even under severe conditions, are the wheels released from the high leverage exerted upon them by the frame. There have recently been several remarkable instances of the tenacity with which the truck sticks to the rails. One of the large combination cars shown in this pamphlet was running at sixty miles an hour and had eighty-five passengers - aboard when it struck a couple of ties that had been fastened to the track by some miscreants whose fiendish attempt to - - - - -- - - - - - º wreck the car was thwarted by the trucks riding safely over * - - || " - - º * -- - the obstructions. The pilot was demolished and the third- rail shoe of the forward truck knocked off; but besides this and the severe shaking-up which the passengers received, no harm was done. A car running at forty miles an hour on an interurban line in the vicinity of Chicago had a similar experience. Ties had been fastened to the rails, but the No. 27-E Trucks were again equal to the occasion and brought the car through unscathed. Last summer, on an Ohio line, two cars running at forty miles an hour met in a No. 27-E-3 Truck. Holder for Third-Rail Shoe detached |- - one hundred users of the truck which was published in a head-on collision and the bodies were telescoped and completely demolished, but the No. 27-E Trucks, on which they were both mounted, did not leave the rails. Stability under the most violent brake action is an important feature of the No. 27-E Truck. This is due to the load resting almost directly upon the journal springs, giving a leverage against - the brakes more than enough to prevent the slightest tilting of the frame. There is, therefore, no danger in sharp braking at high speed, - and nojolting, so destructive to the truck and uncomfortable to passen- - gers. The brake shoes retain their positions, an advantage especially important No. 27-E-3 Truck, for Steam and * * T - where air or power brakes are used, requiring less adjustment of the appparatus. For steam road service the No. º Truck has proved superior to anything that has ever been put on the rails. Its great strength, adherence to the rails, smoothness and ease on tangents and curves, together with capacity for practically unlimited speed, qualifies it for use under the heaviest and fastest steam cars. As an illustration of the inadequacy of the transverse spring base and lack of elasticity in the side swing of the ordinary steam truck, an engineer riding in a steam car recently, feeling the jar and lurch in rounding a curve or cross-over, expressed his belief that if the car were drifting around the curve at the same speed, it would surely leave the rails—that only the draw-bar pull saved it. If the locomotive is necessary to hold the car upon the track on curves, how much greater is the necessity for a properly constructed truck to enable an electrically-operated car, with no draw-bar pull, to round curves of shorter radius. Several important elements must be combined in a truck for service on elevated roads. The unique construction of the No. 27-E includes them all, and each in its highest degree. Jumping the track must be out of the question, and in this respect our truck has a remarkable record. The stability is so great that even emergency application of the air-brakes has absolutely no tilting effect upon the frame. The soft side swing is particularly suited to the frequent curves of short radius, saving wear of the wheel flanges and railheads. There is ample strength in the solid forged side frames and sufficient space for the use of the largest motors. The No. 27-E Truck is especially adapted to fast and heavy suburban and interurban service. Where difficult conditions have to be met—such as the use of narrow tread, shallow flange wheels on both grooved and “T” rails, high speed on uneven rails, crooked lines – the No. 27-E has shown itself in every case a complete master of the situation. It will be noticed that the No. 27-E type of truck is used under nearly all of the large cars shown in this book. The truck is rarely omitted from our specifications for interurban cars and is frequently found in those of other builders. A list of recent catalogue included nearly all of the largest interurban systems in this country and abroad–amply proving that its stability, durability and smooth-riding qualities at all speeds have placed it first among trucks for modern high speed service. Frame of the No. 27-E Type of Trucks. Each Side Frame Solid Forged in a single piece - - - - - - No. 27-E-2 Truck | Centers of Radius of Width Over Length of GAUGE Frame Rub Plates Journal Boxes Axles Bt V Df - Lt - - - - - 3’ 33%’’ 5’ 6%’’ 3/ 11” 6’ 11%." 6’ 334” 3’ 6// 5’ 9// 4’ 3” 7. 2” 6/ 6%, ’’ 4/ 6/ 4’ S’’ 7. 5” 6/ 9% // 4’ 8%// 6’ 3” 5’ 7, 8’’ 7 ºzz 5’ 6/ 6%’’ 5’ 7. 11347 7. 334’’ 5’ 2%’’ 6/ 9” 5’ 8/ 2” 7. 6%, ’’ 5’ 3” 6/ 9// 5’ s’ 2// 7. 6'4 // E. Wheel Base . . . - - - - - - - - 6/ 6’ 6” 7. H Diameter of Wheels . . . . . . .33// 36// P Height of Body Bolster with Empty Body 35' 36%.” Y Height of Rub Plates with Empty Body . . 37’’ 38%" | Bolster - - U – To Lever of Car No. 27-E-3 Truck Centers or Radius of Width Over Length of GAUGE Frame Rub Plates Journal Boxes Axle Bf V Df Lt - - - - - 37 33%" | 5' 714// 3' 11” 7' 47' 6’ 6” 3’ 6” 5’ 10” 4’ 3” 77 3// 6’ 8%, ’’ 4’ | 6’ 4” 4’ 8// 7/ 9// 7' 294// 4’ sº,” 6 sº 5’ sº I’’ 7' 6'4” 5’ 6' 11147' 5’ s: 1;" .. 10%, 5’ 214// -/ 2” 5’ 8 7. S L. No. 27-E-1 Truck No. 27-E-1 % Truck 5’ º #. o// 5’ 8' 7// S’ º - Centers of Radius of Width "B" Boxes Length of Centers of Radius of width over Length of GAUGE Frame Rub Plates - Axle GAUGE Frame Rub Plates Journal Boxes Axle - - Bt Domestic Foreign Lt Bt V Df - Lt E. Wheel Base . . . . . . . . . . . . . . 6’ 6” 7. 7' 6' 37 33.3// 4’ 1053" | 3’ 11” 6' 13%" | 5' 8%” 5' 6'4” 37 333" 5' 2// 3’ 11” 6' 54// 6' 1// H Diameter of Wheels . . . . . . . . . . . .33// 36” 3’ 6” 5' 2" | 4' 3" 6’ 434” 5' 11%.” 5' 95.4// 3’ 6” 5' 4%” 4’ 3” 6'7347 6’ 354// P Height of Body Bolster with Empty Body . . 35' 36% // 4/ 5' 8%’’ 4' s” 6' 10%" | 6’ 554" | 6’ 334” 4/ 5' 10%." 4’ S^^ 7 13:// 6' 9%’’ Y Height of Rub Plates with Empty Body . . . 37’’ 38%.” 4/ 8%// 5’ 94'' 4/ 10’’ 7. 6/ 334” 6/ 47%.” 4/ 8%// 6’ 3” 4/ 10’’ 77 6// 7. 134” - 5’ 5’ 1153// 4’ 10’’ 7. 23%." 6/ 9%.” 6/ 74// 5’ 6/ 6%’’ 4/ 10// 7. 9%’’ 7. 5:47 5’ 2%// | 6’ 25g// 4’ 10// 7. 53%." 7 %’’ 6/ 10%" 5’ 2%’’ 6' 9// - 4’ 10” S’ - 7. 734 // 5’ 3” 6’ 25 // 4’ 10’’ 7. 5%’’ 7. %2/ 6/ 10% // 5’ 3” 6/ 9// 4/ 10// S’ -/ 73 // - - - - - % % '4 34 The Following Limitations Are Recommended E. Wheel Base . . . . . . . . . . . . . . . . 6/ 6’ 6” E. Wheel Base . . . . . . . . . . . . . . . . 6/ 6’ 6” H Diameter of Wheels . . . . . . . . . . . . . .30’’ 33// 36// H Diameter of Wheels. . . . . . . . . . . .30’’ 33” 36// 27-E-1 27-E-1% 27-E-2 ~7-E-> P Height of Body Bolster with Empty Body . . . 29%" 31’’ 32%.” P Height of Body. Bolster with Empty Body . . . . 29% '' 31’’ 32%." Max.Size of Jour. 334’sſ” 4//x7// 44'xs'’ 5//x9// Y Height of Rub Plates with Empty Body . . . . . .32%’’ 34” 35%’’ Y Height of Rub Plates with Empty Body . . . . . .32%" 34” 35%// Weight of Carbody * - with Equipment and Passenger The Following Relates to All Sizes of This Truck ºf Norwº- ceed . Z Contact Beam Support cast on Journal Boxes if desired. - 46,000 Lbs. 53,000 Lbs. 63,000 Lbs. 75,000 Lbs. Speed Not to Ex- U Truck Brakes furnished to this point only. King Bolt not furnished with trucks. Brake Rods are sometimes made to come between wheels. ceed . . . . . 50 M. per H. 60 M. per H. 65 M. per H. 75 M. per H. X Distance between Hubs variable—to suit Motor. Motors Not to Ex- † If width of Motor does not allow length of Wheel Hub to equal diameter of Wheel Bore, these dimensions may be increased. ceed . . . . . 75 H. P. 100 H. P. 150 H. P. 200 H. P. - - - - - - “Master Car Builders' Types of Trucks HE Brill Trucks of the “Master Car Builders” type are designed in accordance with the principles established by the broadest experience in the construction and operation of this form of truck. While but two designs are shown, which give an idea of the features and construction, it will be understood that in each instance the various requirements º are considered and such modifications are made as are s. º - - tions of service. - -\s - The frames of the trucks illustrated are solid forged in a single piece, lessening the number of bolts, doing away with the necessity of trussing the ends and only requiring gusset plates at the transoms. The pedestals, the spools between the ends of the pedestals, and the tie bars which connect and brace each pair, are also solid forged; the equalizing bars are forged in a single piece without welding. necessary to adapt the truck in every respect to the condi- Brill “M. C. B.” Truck The side trusses are secured between the tie bars and the castings to which the transoms are bolted, and brought up to the tops of the equalizing springs, allowing these springs to be the full height between the equalizing bars and the frame. At the same time, this form of truss relieves the frame of most of the strain of the load on the transoms and brings it to bear directly on the equalizing springs. Long bolts extend through the tie bars, trusses, transom castings, frames and gusset plates. The cast steel bolster includes in the same casting the center plate, side bearings and spring caps. The two bars which compose the spring plank are carried under the centers of the elliptic springs on rocker castings, and the hangers are suspended from square bars which extend across the bolster and rock on one edge on the transoms. The ends of the equalizing bars are made upright to enable the equalizing springs to be placed as far apart as possible to obtain a long spring base. The first truck shown has the frame depressed at the ends for clearance, has angle transoms and a stright horizontal brake lever connecting the upright levers. The brake release springs are attached to the horizontal brake lever and passing over the bolster are secured to the transom. The truck shown in - the lower engraving has the same general features as the one above but is of heavier proportions and includes channel transoms and an extra strong brake system. All parts of these trucks are machined to templets and put together with turned bolts in - A heavier type of reamed holes. - Brill “M. C. B.” Truck The American Car Company’s “M. C. B.” type is a simply and powerfully constructed truck adaptable to a large variety of conditions. The center trusses of the frame are brought under castings to which the transoms are secured and the ends bolted through the pedestals and the frame. The ends of the frame are depressed for clearance and are trussed by extending the tie bars to meet them. The end crossings are secured to the side bars with heavy gusset plates, forming altogether a square and sub- stantial frame. The bolster is of the swing type and is mounted on American Car Company’s “M. C. B.” r. - - double, triple or Quadruple ellipts according to the weight of the truck and the carrying capacity required. The John Stephenson Company's Truck of this type was designed with the object of securing an inexpensive and simple construction with durability and easy-riding properties. The frame is trussed above and below the pedestals and provided with cast-steel pedestals. The gusset plates at the center are of malleable iron and are lipped over the frame to which they are securely bolted. Besides connecting the upper flange of the channel transoms to the side frames they serve as guides to the bolster and also carry the bolster hangers and the hangers of the inside brakes. The frame is forged in a single piece and to obtain extra clearance is curved at the corners besides being depressed. When outside brakes are used in conjunction with brakes on the inside as shown in the truck illustrated, the brake rod for the former may be carried close to the middle of the body bolster between two rollers and thus avoid the use of the usual curved horizontal lever. The plan of the “M. C. B.” type of truck may be summarized as follows: The weight on the bolster is brought to the spring plank through a set of elliptic springs. The spring plank is supported from the transoms by hangers which allow it to swing across the truck and reduce the effect of the side thrust of the carbody on curves. The transoms not only support the links but furnish a pair of guides between which the bolster is free to move vertically and laterally. They are rigidly secured at each end to the side frames, and besides transferring the load to the equalizing springs furnish a means for keeping the frames square, or the axles in parallel. The side frames are subjected, as trusses loaded at the center, to the vertical strain of the load carried by the truck; to the bending tendency of the horizontal thrust of the boxes against the jaws in starting or stopping; also to the cornerwise strain on curves caused by the pressure of the flange of the forward wheel against the head of the outside rail. The frame is carried on - - four spiral springs which are supported on equalizing bars. The º - - springs are placed as near as possible to the ends of the equaliz- - ing bars to fulfill the two functions of equalizing and journal springs. The equalizing bars instead of being single, as in steam practice, are in pairs, with the ends resting on the boxes over each end of the bearings. This separa- tion of the bars into pairs provides a wider base for the spring seats, allowing the seats to be shallow, and by having the ends of the bars each side of the frame the frame is permitted to be carried low. John Stephenson Company’s “M. C. B.” Truck Supplies and Car Specialties VERYTHING that a purchasing agent may wish to order for cars and trucks can be furnished promptly by our Supply Department. In the matter of car repairs of all kinds, we have patterns and facilities for duplicating parts of all cars of our own manufacture, from the smallest piece to a complete roof, at short notice; and it is only necessary to have the name of the original purchaser, date of purchase and name of part, to enable us to supply it without further information. For parts of cars of other builders, a sketch, blueprint or sample of the part will be necessary. We make practically everything to build and complete cars and trucks with ; we make them for other builders, and we make them to fill orders that come to our Supply Department from roads in every part of the world. The Seat and Curtain Departments are completely equipped and handle everything in their line. in this catalogue are in standard use in the largest systems everywhere. our prices are as low as can be obtained. The following patented specialties shown A few articles of equipment which we do not make, we buy in large quantities, therefore | Prices and information promptly furnished. Brill Springs \ \ E make every kind of spring used on electric and steam rail- ways, from the diminutive box-lid coil to the heaviest loco- motive driving spring. The grade of steel used is that known as the Pennsylvania Railroad Standard Analysis and Test. Our enlarged spring-manufacturing plant is equipped with the finest types of machinery and oil-burning furnaces, and operated with the best skilled labor obtainable. The force of men employed, the large number of machines, and ample stock of material in all sizes, enable us to make prompt deliveries. Brill Track Scraper HE three special features of our track scraper are : elastic arms, diagonal cross-bracing and removable shoes. The elastic arms allow the blades to spring over crossings and obstructions. The diagonal cross-bracing gives rigidity and strength exactly where it is needed, and prevents bending and breaking. Removable shoes receive the wear and are easily and inexpensively replaced. The apparatus is made of the best materials and is built for hard work. As the picture shows, the scraper is very simply constructed and easy to adjust. It can be installed under platforms of any height without blocking or cutting of timbers. The blades may be drawn up to any desired height by the handle, and dropped instantly on the track by kicking the trigger. Track scrapers save bringing out sweepers after light snows; save traction during heavy storms; save money everywhere. The scraper is indispensable on suburban lines during heavy snow- storms; for, after the sweepers have passed, the rails quickly be- come covered and slippery, tractionisimpaired J and time ost. When ordering, it is only necessary to give Extra blades and shoes are kept in stock, ready gauge of track. for prompt ship- Brill “Dumpit.” Sand-Box Patented OR emergency braking, particularly on slippery rails, a good F reliable sand-box is necessary. A box that cannot keep the sand dry is practically useless. It is a mystery to many how the sand in the box gets wet. The fact is, the sand that sticks to the sides of the hose forms a wick which lets the water that is splashed up against the mouth of the hose up into the box. It is impossible to pre- vent the sand-wick forming in the hose, but it is possible to prevent this wick having any connection with the sand in the box ; and that is exactly how the “Dumpit” box is arranged. The smaller illustration rod, and state whether to be operated by and that the rocker casting. shows that the box has a double hopper, mouth of the inner hopper is closed by a When the sand is put into the box it fills this casting, and when the casting is filled, as the mouth is below the rim, the sand stops flowing down into it. When the operator pushes the rocker back, by foot-pedal or hand-lever, the sand flows out in a continuous stream. The special points about our box are : first and foremost, it keeps the sand dry ; second, it is a continuous-flow box ; third, it is easily operated; and fourth, the construction is simple and compact. A blade stands up in the center of the rocker casting, cutting the sand and breaking up any cakes that may form. The width of the opening may be regulated by a set-screw on the outside, shown in the larger illustration. When ordering sand-box, state where it is to be placed, give dimensions of space available for hopper, state whether hopper is to have valve in center, as usual, or at end to clear bottom framing (5 in. x 8 in. opening in floor required for valve); give distance from base of hopper (usually floor) to rail, approximate length of operating Sectional view of box, show- ing oscillating valve open. Side of oscillating valve broken away to show mouth of hopper and blade for cut- ting the sand. hand or by foot. Box should be placed as near as possible over rail. - Brill “Retriever” Signal Bell Patented HE old and common trouble of bells not recovering the slack cord is entirely done away with in the Retriever Bell. The trouble in the past was that the clapper was not long or heavy enough and springs became weak, so that the weight and friction of a long cord was too much for them. The Retriever has a long clapper with a heavily weighted head, and at the other end a toe which bears against a trigger. This trigger starts with a small leverage, which jumps suddenly to a high leverage, sending the clapper up against the bell with an astonishing amount of energy. The pull of the trigger is less than a quarter of an inch, and no matter how, gently the cord is pulled it is impossible to prevent a quick, sharp bº, of the clapper. The leverage enables it to retrieve the cord through three long cars. The cord does not pass under the clapper as in other types of bells, so there is no possibility of the clapper and cord getting mixed up. The tappet is weighted and moves in a loose socket, and therefore cannot stick. When ordering, state whether a four- or six-inch bell is desired. The double sheave attach- ment is an excellent thing for open cars, as only one bell under each hood is necessary. Remember it when placing orders for open cars. Double sheave attachment for open cars Brill “ Dedenda" Platform Gong Patented HE pedal is shown pushed down as far as it will go; at that point the momentum given by the pedal and assisted by the weighted portion of the clapper carries the clapper forward • against the gong, and immediately the blow is struck, the clapper rebounds, resulting in a sharp, clear tone. There can be no chattering sound produced by accident or design, as the clapper cannot come within a half-inch of the gong, unless the pedal is pressed quickly When not in use, a half-turn of the pedal, by the fingers or A slot in the head enables it to be turned by a switch-iron when clogged with mud or frozen in. Aside from the gong, the whole thing is composed of but four pieces. Any The perspective view of the pedal and The down. the foot, locks it down. carpenter can install it. socket at the left of the illustration shows the pedal locked. gong is made in 8-, 12- and 14-inch sizes. When ordering, give size of gong desired and thickness of platform crown piece. Brill Angle-Iron Bumper Patented pose. OMPOSED of a single solid forging, the angle-iron bumper possesses all the qualities essential to large effectiveness. The wrought metal is, of course, immensely tough, and, in com- bination with angle-iron construction and semi-elliptic form, gives a strength capable of resisting shocks which would crush a steel-faced wooden bumper and injure platform and framing. The frequent col- lisions in coupling cars, and the constant liability to damage through the negligence of motormen, make a good bumper an important factor in the saving of repairs. The angle-iron bumper is made in shapes and sizes suitable to every style of car. The method of attachment is powerful, though simple; the bumper is bolted to the ends of the platform timbers, which are extended about ten inches for the pur- If the bumper is bent by a very severe blow, it is removed by taking out four bolts, and, because of its simple form, is readily re- shaped and replaced. When ordering, give measurements as indicated on diagram. Send sketch if changes from these standard forms are desired. closed CAR cLosed-car vestibuled PLATForM open Platform open car No. 2 No. 3 Standard Forms of Bumper - Brill Radial Draw-Bar Patented more efficient and - - - It is self-contained ; that is, has a draw and recoil spring on the bar, which is the entire drawing T would be hº draw-bar than the one shown. to find a simpler, stron and buffing apparatus. There are no loose parts, not even a link, and the whole bar is removed by releasing the draw-bolt which attaches it to the car. The bar is made of wrought iron, with malleable iron mouth and spring seat. It couples in any position. We also make a heavy radial draw-bar of the same type, of channel iron, for use with cars measuring more than thirty feet over the body. We furnish both Radial Draw-Bar 4. §4–5. - NFL/ --- - - EEEEE A-li- - - - - standard size, 4 feet from center of draw-bolt hole to center of drop-pin hole. For use on cars of less than 30 foot bodies bars in any desired length. The standard size of the bar is four feet from center of draw-bolt hole to center of drop-pin hole; the channel iron bar, four feet three inches. We fit these bars complete, ready for use. To attach one to a car, simply bolt a pair of draw-bolt plates and a slide to the timbers and slip the draw-bolt in place. When ordering draw-bolt plates and slides, give distance from center to center of draw knees, and style and dimensions of slide. Channel Iron Radial Draw-Bar For Heavy Cars |- standard size, 4 feet 3 inches from center of draw-bolt hole to center of drop-pin hole. For use on cars of more than 30 foot bodies Ratchet mechanism. Com- pare with diagram for names of parts Brill Ratchet Brake-Handle Patented O get the most effective service from the brakes, the brake- handle must be of such a form and mechanism as to give the motorman the best possible purchase on it, so that he may be able to use his strength to the utmost advantage. Our Ratchet Brake- Handle has these qualities in the highest degree. The form gives the leverage, and the ratchet mechanism keeps the leverage at its greatest power. ------ ----- ------- -o- -- ----- It differs from all others in strength and simplicity, as well PATTERN ~40. 12%." 1134” L ---> 10%." 11%." ------ -927 9- 11%;" sº 1394." 11%" | -179 10%." 9x" --------- 5.252 12- *** l 4507 12%." 934" as in rapidity and effectiveness. The simplicity of the mechanism cannot be exceeded, as the spring and the upper ratchet comprise all the movable parts, aside from the handle itself. The handle is made in all the standard sizes. When ordering brake-shafts, give distance from floor over top of handle, and thickness of crown piece. Brill Folding Gate Patented NOR compactness, strength and adaptability to all conditions, there is nothing on the market that equals this platform gate. Two sizes are shown in the picture, but the gate is made for any width of opening, any height, and any position of attachment. The detached gate leaning against the door in the picture shows how com- pactly it folds, and is the size usually used when mounted on the platform step, to increase standing-room on the platform. The gate may be attached to the car-body, vestibule, dasher, or may be arranged to fold on the outside of vestibule or dasher. When ordering, give width of opening, height desired, where to be attached and where fastened. Brill Curtain-Roller Spring Adjuster Patented HIS useful little tool, which is of our invention and manufac- ture, does away with all guesswork in winding up curtain roller springs. The guage upon it enables any workman to deter- mine the proper amount of tension and to tighten all the springs alike in a car. Instead of the nuisance of having cars with some curtains that fly up at the slightest provocation and others that crawl down continually, companies that provide themselves with this tool are able to keep their car curtains in perfect condition for raising and lowering, save them from being pulled out or torn by the rough handling of passengers or conductors irritated by what they consider to be pure perversity on the part of the curtains, and save much time in winding. The adjuster is six inches long, of simple mechanism that can never get out of order, and will operate with any brace. Brill Brake-Shoe Patented HIS shoe is made of soft iron and has sections of wrought iron set in the contact surface, as shown in the illustration. It is made on the principle of smallest possible wear to the wheel as well as the shoe. The chilled surface of wheels is too thin to permit the use of insets composed of sand or extremely hard metal. We have found wrought iron to be the best material for this purpose, and the amount necessary to obtain the best results has been thoroughly demonstrated. Send sample of shoe when ordering for other than Brill trucks. When re-ordering, give casting number on shoe and mention style of truck. Brill Vestibule Door Controller Patented NTIL this controller was devised, vestibule folding doors were allowed to swing freein being closed or opened, with liability of striking against passengers, and by a sudden movement of the car, be violently closed or opened, resulting in broken glass and wrenched frames. The extensive use of the dividing rail on vestibuled - s “Detroit.” platforms makes such a device absolutely necessary to pre- vent defacement of the woodwork of the door by swinging against the railing. The apparatus consists of a roller mounted vertically on the upper corner of the outer leaf of the folding door, and which moves between a guide-rail, attached to the lintel of the door, and a guide-rail parallel to it. A spring catch at the top of the door, near the center, locks it in its closed position, and when released, the spring hinges open the door part way, so that a light push with one hand is only necessary to fold it back, where it is held by a neat clasp. The lower clasp has a spring buffer, and the upper utilizes the same spring lock which fastens the door when closed. To close the door, the spring lock at the top is released and the lower catch pressed down at the same time by a small toe-piece. When ordering, give width of opening from vestibule corner post to body of car, and width and shape of inner face of vestibule corner post. State whether door is hinged to car body or to vestibule corner post. Brill Portable Vestibule HERE closed or open-sided vestibules are not used, the Brill portable vestibule will be found a valuable accessory, increas- ing the efficiency of the motorman by protecting him from storm and wind, shielding passengers entering or leaving the car, and aiding to keep the car warm in winter by reducing draughts when the doors are open. It is substantially though lightly constructed, bears directly on the dasher railing, is held upright by straps around the hood - moved from place to place. A variety of purposes, which it will serve, will suggest themselves to the minds of practical car-barn men. Brill Round-Corner Seat-End Panels Patented EW open cars are now anywhere built without the Brill patented round-corner seat-end panels. They are always in our car specifications, and we are continually supplying them in large quantities to other builders. They are good things to remember when preparing specifications for new open cars, and also when repairing old cars. They give more entrance space, and as there are no sharp projecting corners to strike the knees against and catch in dresses, passengers may get in and out more safely and quickly than with the old style. They also enable the supports, and is connected with the hood by a narrow canvas bellows. The central sash is arranged to slide to one side; the side sashes are stationary. When ordering, give width between hood supports or stanchions, distance between dasher rail and bow of hood, sweep of dasher rail and sweep of bow of hood. conductor to move more freely and safely along the running-board, Brill “Hercules" Car Jack VERY car barn should be equipped with this handy apparatus. It is extremely powerful, and with one man at each crank, the heaviest car may be easily raised. The jack occupies little room, may be easily operated in a crowded barn, and may be readily - and give him more space to stand while collecting fares. The double curvature of the panels makes them very strong, so that they aid materially in stiffening the posts and supporting the seats. Curtain grooves are cast in the panels, allowing the curtains to be drawn to the floor, and without possibility of their being caught or torn. When ordering, give sweep of posts, and state whether single or double panels at bulkhead are desired. If ordering bulkhead panels singly, specify whether right or left hand. Curtain guides accompany bulkhead panels, and bulkhead panels are drilled for screws, as in the illustration, unless otherwise ordered. Brill Motor Lift HE Brill Motor Lift is a powerful machine for pit work and is suited to the heaviest work and roughest usage. It is made entirely of metal, of compact form, and geared to a ratio that enables a heavy load to be raised or lowered quickly and with com- paratively little effort. From floor to top of table in lowered position is thirty-four inches; the table is capable of eighteen inches adjustment. - - Interurban Cars ſº Brill Semi-Convertible Type Stephenson Semi-Convertible Type Brill Convertible Type g o * Convertible and Semi-Convertible Types Combined Brill “Narragansett” Type of Open Car Standard Open Cars e te Standard Closed Cars “California.” Type e Combination Open and Closed Cars Top-Seat Cars Drawing-Room Cars g © © Standard Types of Platforms and Vestibules & "k: * * * *.*.*.* ºr *, *z º. º. ºº sº;' tº -s º żº '...º.º...? -zº, Contents PAGE 4–I 3 I 4–22 2.4-3 I 32-35 36–39 4-O-4. I 42-43 44-45 46 47 48–49 5o Standard Seating and Compartment Plans Baggage, Express and Sub-Station Cars Snow Plows and Sweepers Sprinkling Cars o Brill Single-Truck, No. 21-E © Brill “Eureka" Maximum-Traction Truck Brill Short-Base Double-Truck, No. 27-G Brill Short-Base Double-Truck, No. 27-F Brill High-Speed Truck, No. 27-E Brill “ M. C. B.” Truck American Car Company’s “M. C. B.” Truck Stephenson “M. C. B.” Truck Supplies and Car Specialties .* * *. . º.º. º.º. tºº “ºfº.º.º.º.º. ººr” tºº. . . . * * * * * * PAGE 5 I 52–53 54-57 58–59 60–63 64–67 68–71 72–73 74-79 8O 8 I 8 I 82–86 -- º __ º º - - . HE John Stephenson Company's plant is situated in the southern suburbs of Elizabeth on ninety acres of ground and has excellent shipping facilities on account of the proximity of two trunk railroads with which it is connected. The shops are large and well lighted, and the arrangements for handling cars and trucks are unsurpassed. The machinery is all operated by electricity and the electric cables between the large power house and the various buildings extend through tunnels. The plant was formerly located in New York City, where the business was developed to such large proportions that it became necessary to build the present plant which was completed in 1901. This company is the oldest car building concern in the world. Its founder, John Stephenson, was the designer and builder of the first street car, which was built in 1831 and operated in New York City. 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