STANDAHDISED WAGON DESIGNS-BAZIS.

MEETIhG ON 25th FEBRUARY, 1919. The Second Ordinary General Meeting (1919 Session) of the Leeds Centre of the Institution was held at the Philo- sophical Hall, Leeds, on 25th February, 1919,at 7.0 p.m., lfr. H. N. Gresley, Chairman of the Leeds Centre, presiding. The minutes of the meeting held on 28th January were read and confirmed. The formal business having been concluded, a Paper 1)) llr. J. R. Bazin, Member, Doncaster-who was unable to be present, through illness-n " Suggestions for Standardised Wagon Designs," was read by Mr. A. T. Houldcroft, the 1,oc;il Hon. Serretar?.

SUGGESTIONS FOR STANDARDISED WAGON DESIGNSFOR BRITISH RAILWAYS.

Paper read by J. R. Baein, Member, Doncaster, on Tuesday, 25th February, 1919.

PAPER NO. 71. Among the many urgent reforms shown by the war to be necessary is uniformity in the design and capacity of the wagon rolling stock .of British railways. From the earliest days each company has designed and adopted its own peculiar type of vehicle, while private firms have been required to provide wagons for their own and other traders' use, so that at the present time approximately half the wagons in service on the railways of the United Kingdom are privately owned. Since 18%) the design of irivately owned wagons has been controlled so far as leading dimensions and important details of design are cmcerned by instructions issued by the Railway Clearing House, intended more to ensure safety in transit than the standardisation of any particular types, to increase their efficiency and reduce the cost of main- tenance.

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Prior to 1917the wagons of each railway company were chiefly employed in carrying merchandise over the home linc, and whenever loaded for stations beyond had to be returned within three days of unloading, otherwise dehurrage charges followed. This practice naturally resulted in a large amount of empty mileage running, empty vehicles often crossing each other in transit between stations on different company’s systems. In January, 1917, this wasteful practice was reduced by the introduction of the “ Common User ” arrangement, under which wagons of certain types, so far as use was concerned, became the common property of all the chief railways. Subsequently the arrangement was extended tb include all company owned open wagons, except a few reserved for service use. -4s a resuIt of this arrangement company owned wagons are dispersed throughout the kingdom. This Paper does not deal with the areounts side of the question, it being sufficient to say that pharges have been reduced to a minimum, while for each wagon leaving the home line another is received in replacement. So far as repairigg charges- are concerned, claims between companies for wages are rendered monthly, materials being generally supplied by the owrhg com- panies. From a practical point of view it is chiefly the question of maintenance which causes those responsible for wagon upkeep to consider standardisation. Owing to its absence a much greater number of spare parts is required for wagon repairs, entailing much expense and delay in effecting the release of damaged vehicles. From a military point of view standardisation is of the utmost importance, and want of uniformity has greatly added to the difficulties of those responsible for the carriage of military and other stores for our Armies in France. These wagons have been drawn from the wagon stock of British railways, and are consequently of various designs and differ considerably in matters of constructional detail, so that spare parts have to be provided to meet the require- ments of each design of wagon, although they pay be of the same carrying capacity. It is clear that large numbers of spare parts have had to be supplied, which has not only eptailed lists of parts for each design of wagon being drawn up, but has meant the provision of a great deal of extra

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 BTANDARDISED WAGON DESIGNS-BAZIS. * 93 material through the multiplicity of the types of wagons given over to military use. In considering the subject of wagon standardisation, the first point to be determined is how far the system should be carried, and this may be viewed from two aspects, that of the user, represented by the Goods and Traffic Depart- ments, and that of the builder and repairer by the Wagon Department of a railway. So far as the former is con- cerned, the main features are the carrying capacity and types of wagons selected for standardisation, and the re- quirements of these two Departments would probably be met if the leading dimensions of each type were fixed so that all wagons of a class owned by one railway company would be of the Same length, width, depth, and have the same tare and wheelbase, as a similar class of wagon belonging to any other railway company. However advan- tageous it might be if the wagdns were constructed to standard dimensions from the traffic point of view of handling and loading, undoubtedly the real benefits from the maintenance point of view to be obtained by standardisa- tion would only be realised if the details of construction were included as well, so that the parts of one railway company’s wagons would be interchangeable with those belonging to any other railway company.

TYPES OF WAGONS TO BE STANDIIRDISED. The selection of types of wagons for standardisation should be kept as few in number as possible. While it will probably always be necessary for railway companies to construct wagons to their individual designs for special work and for service use, all other wagons should be built to a standard specification, as these are the wagons which will be available for common use. Five types might be selected, namely :- Fig. I. 12-ton open wagon with high sides. ,, 2. Iz-ton open wagon with medium sides (to fall). ,, 3. iz-ton open wagon with low sides. ,, 4. 12-ton covered wagon. ,, 5. 20-ton open wagon for coal. It will be seen that 12 tons is the carrying rapacity of four of the types chosen, this being the size of wagon which undoubtedly seems to be preferred, chiefly on account of its dimensions being able to. be kept within reasonable limits, and, while its load is higher than the 9- and lo-ton nagons

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 194 JOURSAL OF THE INBT. OF LOCO. ENGINEERS. which are at present chiefly used on British railways for coal and goods traffic, it can be handled in the shunting yards, warehouse docks and sidings with equal ease. An important point in favour of 1-7-ton wagons is the advantage gained in carrying capacity, as compared with ro-ton wagons without a corresponding increase in tare. With regard to the inclusion of a ao-ton coal wagon, it seems advisable that a wagon of this type should be standardised for the conveyance of " loco. coal," as most collieries are now able to deal with them. -.1 he four types of rz-ton ivagons can all be constructed with the same wheels and underframe, but the 2o-ton wagon would need another design of slightly increased, dimensions on account of its greater carrying capacity. Having pointed out the need for wagon standardisation and selected the types to be standardised, it is necessary to fix the leading dimensions of each class and afterwards, proceed to consider some of the chief details of ronstrur- tion.

LEADING DIMENSIOSS. 'These arz governed by the loading gauges of the various railways. Unfortunately in this country each company has its own loading gauge, and in order that a standard type of wagon may be ubiquitous, its maximum dimension must not exceed the minimum gauge of each. individual railway. It is therefore necessary to construct a composite loading gauge which will combine the minimum dimensions of each railway in one gauge (Fig. 6), so that the standard vehicles must be built to pass this gauge to enable them to work over any railway system in Great Britain. It may be suggested that a better method vould he for the loading gauges of all railways to be standardised and a new gauge introduced which would embody the maximum dimen- sicns of eagh railway company's loading gauge in one. This would, of course, be the most satisfactory way of dtaling with the point under consideration, but until this is done there is no reason why standard wagons should not be constructed to the greatest width permissible within the limits of existing gauges, as the standard wheels, axkboxes, axleguards, brake gear, buffing and drawgear could all be used on the wider wagons which would k built when the alteration to existing gauges had taken place. It is pro- posed, therefore, to submit suggestions for standard wagons that can run under existing conditions. and, in order to.

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 STASD.4RDISED W.4GON DESIGSS-BAZIN. "33 abtain wagons of as large a capacity as possible, they must br constructed to the greatest width permissible within the limits of the composite loading gauge. By doing this it is found that a wagon of large capacity can be obtained, at the same time keeping the length within reasonable limits. l'his is of considerable importance, as the question of the size of existing turntables, hoists, dock sides, and clearance in warehouses and length of sidings must be borne in mind, in order that a standard wagon can be dealt with at any dep8t in the United Kingdom without restrictions. \Vith regard to the four types of 12-ton wagons, it is suggested that 17ft. over headstocks should be the length and 8ft. 6in. the width over body. 'This length will enablr a 9ft. 6in. wheelbase to be used without undue overhang at each end and consequent tendency to " hog-bark " in the centre with a load unevenly distributed, at one end. This wheelbase will also be found to be suitable for the turntables of all companies, and the length of the wagon over buffers will not be too great to cause them to foul the dock sides of warehouse turntables.

OPEN HIGH-SIDE WAGON (Fig. I). l'he sides of the high-side wagon should be Qft. 58in. ; this gives a cubical capacity of 465 cubic fwt. It is not desirable to increase this height on account of the door not clearing the ground sufficiently when opened, and also to enable it to be as nearly level with the floor as possible when opened at right angles at a platform or stage, so as to facilitate barrows being wheeled in and out. Top through boards are an objection when loading or unloading, and on this account should not be used, the wagon to have one doorway on rach side gft. in width.

MEI)IUM-SIDE WAGON (Fig. 2). This type of wagon is one whirh is found of considerable usc on many railways, and,' although chiefly used for special tjpes of traffic, such as barrels and bales, it is also adapted for slag, ashes, gravel, or ironstone, etc., and, on account of its sides falling the whole length of thr wagon, loading atld unloading can be easily accomplished. l'he sides should be Ift. gin. high.

LOW-SIDE WAGON (Fig. 3). 'This is really a flat wagon with 7in. sides, used for carrying bales of cotton, agricultural machinery, etc. ; the

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 lg6 JOURSAL OF TRE INTHT. OF LOCO. ENGIIEBBS. sides are made fixtures. It can also be used as an under- runner when long lads which project beyond the length of the carrying wagon are being conveyed.

COVERED GOODS WAGON (Fig. 4). Wagons of this type for some years have been coming more into evidence on British railways, although in both America and the Colonies their use is perhaps further developed than in this country. An objection to them has been the difficulty of loading by means of overhead cranes, unless a sliding roof is arranged for ; this is difficult to keep watertight, and it is now almost the universal practice ta use a plain roof without any opening and to load the wagon by hand or with barrows from the staging of the warehouse. The wagon proposed has an inside capacity of 931 cubic feet, being 16ft. 9fin. long inside and 7ft rIin. wide, with a height from floor to roof in centre 7ft. sin., at sides 6ft. 7in. Double-hinged doors are provided on each side, the doorway being 4ft. roin. in width and 6tt. 2in. in height. Double doors the full height of the doorway are preferable to a flap door forming the lower half of the doorway and double doors the upper half, as this arrange- ment means more parts to construct and maintain, and, however useful the flap may be to form a loading board for trucking, when the wagon is alongside a staging the simpler design of two doors hinged to open outwards more than counterbalances in upkeep the three-door arrangement.

20-TON OPEN WAGON (Fig. 5). Wagons of this class are used almost exclusively for 2oa1, and the wagon here suggested is 21ft. long over headstocks, 8ft. 6in. wide over body, sft. 24in. depth inside, and the wheelbase is 12ft. 6in. Two doors in each side are arranged in order to facilitate unloading. The cubicaf capacity is 861 cubic feet. BOTTOM DOORS. The question of the advisability of fitting wagons with bottom doors is one which can only be settled by each individual railway company, as the requirements of one company are not the same as those of another. CONSTRUCTION 4L DETAILS. The question of steel or iron versus wooden wagons is one which naturally arises under this heading. In recent years the employment of steel plates and angles in wagon con-

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 STANDARDISED RAGON DESIGNS-BAZIS. J 97 struction has been very much increased. This is especially so with regard to the wagon stock of American and Colonial railways, and, so far as home railways are concerned, on some lines steel underframes with wood tops are used for both open and covered vehicles, and the all-steel wagon is also in evidence on at least one of our chief railways. The advantages of the all-steel wagon over the wagon with wood underframe and body undoubtedly require some careful consideration in deciding which type shall be adopted as the standard for British railways, and at the present time the wood wagon has the greater number of advocates through the country. The reason of this is perhaps chiefly to be found in the fact that the shops and repairing dep8ts are all arranged to accommodate timber wagons, for whereas the repairs of this class of wagon can be carried out almost anywhere, steel or iron wagons require special machinery for dealing with their underframe members and body plates, both in Construction and also when repairs are necessary. This would frequently necessitate wagons being sent to the chief dep8ts for repairs, and thereby cause extra delay and loss of earning capacity while being so dealt with. It is worthy of note that among the privately owned wagons which run on our railways steel frame wagons are con- spicuously in the minority, although provision is made for their construction in the Railway Clearing House specifica- tions. Private owners find that the timber wagon is far more profitable to run, and instances have occurred where private owners who have originally adopted steel frame wagons have had these wagons rebuilt with wood frames as they required renewing. Another reason which has caused the steel frame wagon to be out of favour with many is corrosion, due not only to exposure to weather conditions, but also to water percolating through the floor when coal and minerals arc. being carried. This is, of course, only met with in open vehicles, and the same objection does not apply in the case of covered wagons where the underframe is protected by the body. The average life of a steel wagon is not so long as a timber wagon, and although the former may be kept in a good state of preservation by regularly coating the members with paint, yet wheri any of these require replacing through wear and tear or damage it is generally found more profitable to condemn the wagon than to put in mew members. With timber wagons this is not the case to the same extent, as new members can be replaced easily when required through wear and tear or damage.

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'Taking these points into consideration, it seems that timber should be employed in the construction of standard wagons for British railways. It is therefore proposed to consider the timber wagon as the standard type for general use on home lines.

I'\DEKFR l\fI\G . S'f.\UD.\RL) 1r-TON ASD ro-IU\ lV.iGO\ s. The timbers for the underframing should be of English or American oak ; these have pro\ cd the most satisfactory, both from a point ot durability and \trengtli. Australian timbers, such as Blackbutt and Karri, ha\ e also gi\ en good results for headstocks and crossmember\. Pitch pine has been tried, but is not sufficiently durable and is likelq to split when a wagon is subjected to roagh shunting. So~cu%~b.-*rheseshould be 12in. by sin, for both 12 and 20-ton ltagons, the latter to lie plated, and placed tiit. Tin. apart, insidt measurement, which distance is suftirient to giye ample clearance for the buffer spring to nork and also for the avleguards to be made without any set in them. This position enables the centre line of the sole to correspond with the centre of the journals. fiEmsrocKs.-'rhese are 12in. by 5iin. for both thc. 12- and zo-ton nagons. The! are, ot course, morticed to receive the solebars and evtend the full width of the nagon, carrying the bottom side boards at their outer ends. T\\o corner knees of steel plate, Ioin. bj bin., hold the headstock to the solebars and diagonals, and further securitj is gilcn by an outside angle, sin. by 3in. b) +in., Lfhicli supports the corners of the headstock. This arrangement makes a stronger end than thc usual method of three strap bolts, onc on the outside and two on the inside of the sole, passing through the headstock, as with the angle irons and knees tightening up can be effrcted just as casily as with the strap bolts, bj means of the bolts securing the angle irons and knees to the headstock. CRoss~~sR~Rs.-Theseare 12in. bj jin. for the 12 tons nagons and Izin. bq bin. for the lo-ton nagons, aid 5hould be placed in such a position that the brake hangrr bracket can be conleniently bolted to it, so as to gixe a sufficient length of brake hanger inclined at an angle that would give no possibility of the brake block climbing thc wheel. It must also be placed so as to clear the side knee bolts, as this is attached to the outside of the solebars.

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 STANn4RDISED WAGON DESIGSS-BAZIS. '99 The crossbearers are tenoned into the soles and are secured by 3)in. by 3)in. by $in. angle irons. LoNGITLiDINALs.-These are Izin. by 3$in., and arc placed sufficient11 far apart to allow the spring cradle to fit in between them. The outer longitudinals between the ciossbearers and the hcadbtocks are also Izin. by giin., except that each is reduced in depth to allow the buffing spring to pass through. A block is used to fill up this gap in each longitudinal, which is bolted to the main timber after the buffing spring has been placed in position, and thus helps to stiffen this member where it has been reduced. '1 his method seems preferable to that in which the longi- tudinals at the outer ends are made in two halves and bolted together, so that the underneath one can be taken down when it is required to renew a hufing spring. When in halves the bolts often get very loose, and the arrangement is not so solid or so good as that suggested. A point to be considered is whether the buffing spring should be placed in position from the top or from underneath the wagon; the former is perhaps the easier method in the shops, but as it necessitates the floor boards being taken up when a loaded wagon is marked off in traffic for a broken buffing spring, the load uould have to he transhipped. The under- neath method is therefore that recommended. Dr~c;os~i.s.--'These are I 2in. by 34in., and thc wmr remarks apply to them about being made either in two halves bolted together or with a gap cuwout to take the buffing spring as to the longitudinals. The diagonals are tenoned at either tnd into the crossbearer and headstock, and should he brought as near the sole at the headstock end as possible, so as to take the buffing thrust and to support it at the point where the strain of traction takes place through the buffing spring. Ample clearance must, however, be allowed for the wheel flange and also for the huffer shoe. 'TIE BOLTS.-TWO of these, Iin. diameter, run the whole length of the wagon, passing through the drawbar plate on cxh headstock, and thus hold the n agon firmly together longitudinally. Four other tie bolts, $in. diameter, passing through each sole and placed on thc inside of the cross- btbarers, hold the wagon tosether transversely. All four bolts pass through the angle brackets for the door bands. BUFFING AND DR.11VGEAR. rhe buffers and drawgear of a wagon form a most important detail, as it is through these that the strains and shocks of haulage take placc.

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There is no doubt the continuous form of drawgear is. more advantageous than the noncontinuous, as with the former there is no accumulative strain on the underframe of any individual wagon. The arrangement suggested is one which is found in practice to gibe very satisfactory results with Gmber frame wagons, and may be described as an elastic continuous combined draw and buffing gear. With this gear the straim of pulling the wagon is transmitted through the main laminated draw spring to each corner of the headstock untit the initial compression of this spring has been overcome, Then the auxiliary spiral or volute spring in the cradle, which connects the drawbars at each end of the wagon together, comes into play, and the increased pull is taken. partly by the headstock and partly by the drawbar cradle, whence it is transmitted to the drawhook at the other end of the wagon and to the vehicle following. The drawbar spring and headstock are thus relieved from violent snatches. When buffing takes place the shock is centralised through the stops at the back of the spring in each longitudinal, and there is not the tendency to knock the wagon out of square, especially when buffing takes place and the wagon is standing on a curve, as is the case when self-contake& buffers are used. Self-contained buffers are not desirable with timber frame wagons, as they increase the strain on1 the headstock, and the facility with which they can be replaced in case of fraqure does not compensate for e'xtrai wear and tear involved. The objection to their use, chiefly for the above-mentioned reason, and also the danger caused through the head falling out, more than outweighs these advantages. The buffing spring consists of 14 steet plates, 3in. by jin., rnin. camber free, 7in. camber in position ; the deflection per ton is 1.538in. It is given an initial compression. of 34 tons and a range of I4in. before being pulled up tes the stops. The auxiliary epring in the cradle is helical, 7Qin. free height, and initial compression of 2 tons; the deflection per ton is 5/32in. An indiarubber sprin is attached to the drawbar at the other end of the cradef tm act as a cushion.

THEDRAWBAR HOOK is of the " Gedge" pattern, in! which a slot is provided so that the couplin s can be placed in position after they have been welded. T'e hksshouldr be made with a nib on the throat to prevemt uncoupling. The section across the " Gedge " slot must not be of less area than that through the vertical section at the coupling.

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mat of the hook, in order to ensure the hook not breaking at that place. THE BUFFERShave a stroke of sin., the hcads being rft. rin. in diameter, the plungers being 24in. in diameter. The centres are gft. 8)in. apart, and the projection ‘Ift. 6in. from the headstock. The centre line from the rails, when emptv, is 3ft. 5)in.

WHEELS AND AXLES. WHEELs.-The centres of these can be either the wrought iron open-spoke type, wrought iron solid spokes, or cast steel. The centres should be 2ft. gin. in diameter, and 2)in. thick tyres, fihen new, shrunk on the centres and fastened with the “ Gibson ” retaining ring. AXLES.-These are of steel, the length between the centres of journals being 6ft. 6in. ; the journals for the 12-ton. uagons being gin. by 4+in. and for the 20-ton wagon Ioin. by sin.

AXLEROXES. There is siich a great variety in the designs of wagon- axleboxes at the present day that the need for a standardi box is at once very obvious. The use of oil as a lubricant is now universal in railway companies’ wagons, and except on private owners’ wagons the greasebox is rarely seen on new stock. The advantages of oil as a lubricant are, chiefly, there is less friction and therefore less resistance than with grease. Owing to the journal being lubricated from the bottom of the box, dirt and grit cannot get carried on tm the journal, as often is the case with top lubrication, and a full bearing across the crown of the brass can he had without cutting it away in the most important place to admit the lubricant. The axlebox suggested for standardisation is a* oilbox having an inspection dooi in the front. This design of box is preferable to that which is made in two halves and bolted together, .as with the latter it is impossible to get at the brass without taking the box off the journal, which of course entails lifting the wagon ; neither ran the luhricator pad or packing be examined while the box is in position SCN readily as with the open front box. The chief point that can he claimed for the divided box is its freedom from breakage; this is accounted for by the stronger design due to the front being solid, and also to the fact that the side thrust is taken by the brass itself, which is well supported’ on the sides by the box casting. The objection to the openb

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fronted box, that it is liable to break when subjected to lough shunting, can he removed by care in design and fitting. With this type of box the side thrust should be taken at the back of the box against the inner collar of the journal, and the box must be so designed that this part is strong enough to withstand a sudden shock. Ample clearance must also be allowed round the outer collar so that there IS no chance of this coming into contact with the side of the box in the event of this becoming displaced due to a rough shunt. The axleguard grooves should have plenty of clearance at the top and bottom, otherwise they are liable to get broken when any. rolling of the vehicle takes place. The ease with which this type of box can be examined is a great point in its favour, and the fact that the bearing can be removed by just easing the weight of the box with a jack is in itself worthy of the utmost con- sideration. With regard to the method of conveying the oil on to the journal, this can be done either by means of a pad or with cotton waste. The latter method is perhaps the most economical, as the amount of oil delivered on to the journal is less than with a pad, and although there is a tendency for the journal to run at a slightly higher temperature with waste than with a pad, this is probably due to the insulating effect of the waste packing which does not allow the heat generated to escape. The reliability of waste to maintain a constant supply of oil to the journal, and the slight atten- tion it requires, is a great recommendation for its use in the axleboxes of standard wagons which are intended for distribution to all parts of the kingdom. The bearing is of brass with a white metal surface, giving zin. bearing surface and well backed so as not to scrape the oil off as the journal revolves; it is kept in position by the side lugs, which fit into recesses in the box, and by the .drawer, which is slightly convex on the top iq order to centralise the weight transmitted by the spring.

REARING SPRINGS. In the 12-ton wagon these consist of five plates; 4in. by tin., and are 3ft. 6in. long when in ,position, and ’in the 20-ton wagon they are 3ft. 6in. long when in posidon and consist of seven plates, 4in. by #in. The springs should be made fast by means of ‘a bolt passing through .the shoes.

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 AXLEG U.4 R D S. The crown and legs of these are 32in. by ah., and the Lvings 24in. h~.$in. for [?-ton wagons, and 4in. by $in. and .?$in. by sin. for 20-ton ivagons, the width between the legs being gftin., and the distance apart gft. rriin. and gft. I Iiin. respectively. A stay between the axleguards on the same side of a wagon is not considered necessary, as it can only be of use in preventkg the axleguards from getting wider apart and so slightly increase the wheelbase when a heavy load is placed in the centre of the wagon ; xvhen the load is evenly distributed there is no tendency for the axle- guards to go nearer to each other, and w-hen the load is at either end of the wagon the stay is in compression and frequently bends, and so is use1

BR.\KES (Fig. 7). XI1 the types of open wagons are fitted with a hand brake, and the covered goods should have an alternative design to be fitted with a power brake for express goods working. I'ht: type of hand brake suggested for the 12 tons wagon is that with two brake blocks on the same side, operated irom either side of the wagon by a cross shaft, the brake lc\.ers on each side being- placed to the right hand when facing the wagon. It is important that the double clutch should be placed on the same side as the brake blocks, as, if placed on the opposite side, any backlash due to wear and tear between the brake lever clutch and the clutch on the brake shaft, together with the torsion of the shaft, will reduce the cfficienc-y of the brake, due to the brake lever not ha\-ing sufficient range in the brake lever guard. This arrangcmcnt is more cificient than that with cross-cornered brake blocks, as xvith the latter the greater part of the power can only be applied to one block, that on the side on which the lever is used. It is also preferable to that with double brake blocks on each side of the wagon acting independently of each other, on account of the in- creased ~eig-htof the tlouhle set of gear. The 20-ton wagon should have four brake hlorks, one to each wheel. Thc leverage should not be less than 21 to I in the case of the 12-ton lvagons and 30 to I in the case of the 2o-ton wagons; if it is greater it is necessary to employ a very fine adjustment, as so soon as the brake blocks get worn the hand Icvcr will almost drop to the bottom of the lever guard and the brake becomes useless. In setting out the braken-ork a point to be noticed is

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 a04 JOURNAL OF THE INST. OF LOCO. ENOIWEERB. that the centre line of each brake block is placed tin. above the centre line of the wheels, so that when the wagon lowers under load the block does not fall away from the wheel too far, and thus cause a lot of slack to be taken up J>efore the block touches the tyre. This is of particular importance in the case of the zo-ton wagon, which has a greater leverage, as the hand lever will not have sufficient movement in the lever guard before it reaches the bottom $0 enable the full effect of the brake to be obtained, unless %heblocks are constantly adjusted and all slack taken up. The brake lever guards should be provided with pin- holes drilled in a slanting position inwards, so as to prevent the pins working out when the brakes are pinned down. BODY WORK. It is the usual practice with wagon stock to build the body inseparable from the frame. This is undoubtedly the cheapest and best method of construction. In the case of open wagons, the side boards are held in position by two knees bolted to the underframe on each side, placed one on either side of the door, the ehd boards being fastened to four stanchions, two at each end of the wagon bolted to the outside of each headstock. Two members, known as the " crib" or " curb " rails, run the whole length of the wagon, resting on the corner of each headstock and forming a frame into which the floor boards fit. The crib rail serves no useful purpose whatever, only giving a convenient method of finishing the bottom of the wagon side and floor, and to some extent is used for carrying the door band brackets. It is, however, one of the most troublesome parts of a wagon in the way of repairs, particularly so if it is cut away for the side knees and door band brackets, as being in such on exposed position the wear and tear due to weather is considerable. In adopting a standard design for open wagons it is found possible to construct these without a crib rail, thereby not only reducing the weight of each vehicle, but also removing a troublesome member so far as repairs are concerned. No crib rail being used, the bottom side board on each quarter of the wagon must be carried down far enough to cover the ends of the.floor boards. This bottom board will thus rest on the headstock at one end and be carried by the side knees to which it is bolted at the other end, the other side board being placed above it in the usual way, bolted to the side knee at one end and secured to the end boards by a Gprner plate at the opposite end, which runs the full depth

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,of the side boards, so that they can be replaced without disturbing the latter. The side knees are bolted to the outside of the soles on either side of the doorway. Each door band bracket is riveted to a knee, the inner end of each bracket being splayed out and resting on the sole, to which it is secured by two bolts passing right through the sole. The knee is bolted to the sole by the two gin. tie bolts. It will be seen that this arrangement gives a perfectly secure fastening for the door bands, and is a5 efficient as :he method of supporting them by a crib rail. In the case of a covered magon a crib rail must be used, as this is necessary to carry the corner and door pillars, which are tenoned and mortised into it, and thus forms part of the body framework. All sheeting and floor boards of open wagons should be of standard size, 7in. by 23in. deals, except the bottom side board, which should be of oak, 93in. by 23in., in order to stiffen the sides. The side boards are arranged hori- zontally in the usual fashion, with the upper edge slightly bevelled to prevent wet running into the joints. With the covered wagon vertical matchboard sheeting, 7in. by sin. outside, is advisable, 50 that the rain watcr can run off; the inside sheeting is horizontal, and made of 7in. by gin. matchboards. In each type of magon all bolt heads inside should be countersunk so as not to leave any projections which might cause damage to goods.

IRON 4SD STEEL IVORK. All iron and steel used in the construction of standard u agons should comply -&ith the British standard specifica- tions, and should be subjected to the tests agreed upon therein. CONCI,~-SION. The need for standardisation of wagons is certainly very obvious when the differences of size and construction of the stock of each railma? cwmpanj are compared. The table given shoivs the leading dimension? of the types 01 wagons chosen for standardisation of nine of the chief railways of this country, and the \ariation in design and dimensions is very apparent. In order to make standardisa- tion of wagor, stock a SUCCCSS, \$hen once the standard designs have been decided upon and approved by the railway companies, it should be binding on each company to con- struct wagons of the selected types only to the standard

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 206 JOURNAL OF TEE INST. OF LOCO. ENGINEERS. designs, as unless this is strictly adhered to the whole of the work put into production of standardisation will very soon be wasted, and the benefits which ultimately must result from carefully adhering to the partiklllae laid down will not be obtained. The advantages to be derived from standardisation of wagons cannot be over-estimated, and this time, ,when Reconstruction is the order of the day, is the mast opportune to bring it about. There should be, therefore, no delay on the part of the dikrent railway companies in adopting the principle, as both from a manufacturing and economical point of view, as well as from a national aspect, the sooner it is put into operation the better, and the sooner will come the day when the many variations of wagon designs will have disappeared froni our railways.

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DISCUSSION.

The Chairman: Oiir thanks are due to Mr. Hazin ior his ver); carefully prepared Paper, which fully describes the construction of the suggested standard wagon. 1 want to make it quite clear that it is a suggested standard wagon. It has not yet been generally agreed, but a sample wag011 has been built, which \\as shown on the screen, and or \q.hich drawings have also heen sho\vn. In general the Paper sets out the experienre of m;rnj )cars in the mainteniiiice of railway Lvagon stock of some 40,000 nagons. I think the Author has dealt very fully \vith the advantages of standardisation. I also think it is generally agreed, whatever may be said about locomotives, that for wagons there is no doubt that standardisation should come quickly. In order to get the best results, however, it is necessary to standardise the rail- way loading gauges. Some lines have a width of 9ft. 3in., some gft. 6in., most of them gft., hut heights vary. IXning cars and carriages running over the princip:il railways of this country and Scotland are gft. \vide, but owing to the restrictions of certain goods stations, and also some ol' the smaller railways, most of the wagons are limited to 8ft. There would be a very slight increase in the tare of the wagon if it were made o\.er 9ft. \vide, and it certainly is most desirable that such alterations as &re necessary to enable ;I qft. wagon to run should he carried out forthwith. I mentioned the tare could be saved, but in addition to the tare there is also a sa\;ing in the length of the wagon. 1 do not, hou-e\.er, agree with the Author on one or two points in this proposed standard wagon. In the first place the registered carrying capacity is too high. It is no good h:i\.ing a Ir-ton \vagon employed carrying straw hats or other light articles, and the average load of the ordinary gds wagon is very much less than the weight it is registered to carry. I have gone into the question with about 1,000 covered w.agons, and the average load of these wagons was something like 34 tons. I asked what was the heaviest load, and was informed it was only 74 tons. What is the good of making a wagon with 12-ton wheels and axles if it does not carry more than 7-t tons? The railway companies are compelled to haul about wagons with a tare of perhaps 10 or 15 c\vts. more than necessary, simply because of the heavy

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 208 JOURNAL OF TEE INST. OF LOCO. ENOWEERS. springs, wheels, axles and axleboxes, and therefore I think that for a covered wagon 13 tons is much too large a registered capacity, unless the wagon is made about twice the width of that proposed. Another point I will touch upon is the question of private owners. In this country there are about 750,000 private owners’ wagons, which is equal to the number of railway companies’ wagons. In these days, when the cost of working railways has gone up owing to the increased cost of labour and coal, and there seems to be a tendency for the cost of labour and coal to shrhigher rather than come down, it is necessary for the railway companies to see what they can do to economise. One of the most expensive items is the private owner’s wagon. If these were swept away completely and taken over by the State there would be an enormous saving. If private owners’ wagons were all pooled under the common user arrangement there would be no necessity to sort every wagon into “ A Colliery,” “ B Colliery,.’’ and so on. The great sorting yards would not be required, because when the wagons come back empty No. I could be sent to Colliery A and No. z to Colliery B, and so on, without con- sideration as to ownership and without any sorting. At the present time I do not see how economies can he effected unless the private owners’ wagons are taken over, and if nationalisation does come that will be one of the principal sources in which economies in the cost of working will be effected. I wish to propose a very hearty vote of thanks to Mr. Bazin for the trouble and care he has taken in the preparation nf this Paper. Mr. J. W.DOW (N.E. Rly., York) : I have much pleasure in seconding the vote of thanks to Mr. Bazin. From a railwayman’s point of view this is a subject of the utmost importance. In fact I think I may say it has caused more controversy than even the loading, hauling, or shunting, especially hump shunting, which is one of the greatest bugbears of the present moment owing to the care- lessness of shunters, as more damage is caused by shunting than by wear and tear. It seems strange that committees sitting at the Clearing House should legislate for the private trader, over whom the rarlway companies, as a rule, watch with an eagle eye, to see that the standard drawings and specifications are worked to,

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 STANDARDISED WAGON DESIGNS-BAZIS. 209 but when bhilding for themselves they build something entirely different. The war has brought forcibly before our notice the need for standardisation in almost everything appertaining to the mechanical world, and this Mr. Bazin has fully brought out in his Paper. I must admit that it is not to our credit that a war has been necessary to arouse us to this fact. I hardly think it would be possible for the whole of the traffic to be carried on five types of wagons which Mr. Bazin has proposed, as I think No. 3 with low sides might drop out. These would not be the only wagons required, as there arc timber, perishable goods, insulator apd various other types for carrying ordinary merchandise, which could still be built with the same standard underframe, namely, a 17ft. underframe. I take it that Mr. Bazin looks upon these types as special wagons. It is. rather a coincidence that the Iz-ton open goods wagon with high sides proposed by Mr. Bazin is practicallj the North Eastern Railway Io-ton open goods. 'This under- frame is the standard for a number of other wagons on the North Eastern, and with the exception of special wagons, is common to perishable goods, covered goods, open goods, salt, refrigerator wagons, etc., so that it will be seen the North Eastern Railway have for some time been preparing a standard type of wagon with the same wheels, underframe and ironwork generally. The slides will have shown that. Of course the whole of these wagons have standard wheels, brake gear, etc. With regard to standardising the load gauges, I am afraid it will be many years before this can be accomplished wwing to permanent structures such as tunnels, brick and stone bridges, etc., on most of the rai1wa)s. It is a pit! that we have not a loft. gauge instead of a gft. one, as this would be most invaluable, especially for carriages. I think, with Mr. Bazin, that it will be a long time before we gi\ e up building wooden wagons, especinlly coal wagons, as the results of experiments with steel wagons for coal ha\e been anything but satisfactory, though for any kind of goods I do not see why steel should not be used for underframes. Of course if steel wagons can he used in India they can be used here. One of the main lines built all their wagons with steel underframes and the covered goods with steel bodies also. 1 think a great deal of the trouble with steel wagons was caused by not keeping them free from rust and painted.

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That is one of the most frequent causes of the’failure of the steel wagon. With regard to timber for underframes, the 20-ton covered goods wagons built for France, and most of the companies built a few, had oak headstocks, door stiles and rails, but the whole of the remainder of the underframe was pitch pine, and some companies in this country have used pitch pine for wagon soles. Now if that will do for a 20-ton covered goods wagon it should do for a ro-ton open wagon- Some of the companies in this country have used it for years.. With regard to the draw gear, I do not think there is any question as to what form of draw gear is best, for I think everyone is agreed that the continuous draw gear takes. the lead. I am not sure that the self-contained buffer is such a bugbear and I think we shall hear more of it in the future. The axlebox question is a very acute one, and I am satis- fied that we have not yet got a satisfactory axlebox, and there is ample scope for new designs. IVith regard to wagon brakes, to my mind the best brake is that laid down hy the Clearing House Regulations,. that is, a separate brake on each side, and in proof of this we have only got to take the figures from Mr. Bazin’s Paper. There are five companies (Midland, Great Central, London and North Western, Great Western, and London, Brighton and South Coast) using this brake, against two (North Eastern and London and South Western) using the right- hand lever with a single pair of blocks and a cross-shaft, two companies use a block on-op osite corners, which is most unmechanical, as every time theP brake is applied it is twisting the wagon out of shape. There is only one com- pany using the brake of the “ D ” type, which, strange to say, is the Great Northern. I do not know whether’that is. the standard brake on the Great Northern Rtiilway, but it seems there must be a great deal of unnecessary weight. This brake mu3t be infinitely heavier than the “ -2 ” type owing to the brake shaft in addition to four blocks and fittings. With regard to doing away with the curb or crib rail, this is not new, as on the North Eastern Railway the practice has been for the last thirty or forty years to build some wagons without the crih rail, and I think for low wagws arith open sides the crih rail would be found to he very un- satisfactory. It has been found, in practice, much better to- have a crib rail in the case of wagons with side doors, as it

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 STASD.4HDISED WAGON DESIGNS-BAZIN. 21 I holds the wagon together and is a great stiffener of the side of the wagon. It appears to me, however, there will be it wide space between the end of the floor board and the .side of the door when the door is turned down. In these days of heavy lo;ids, big engines and rough shunting, it is as well to build the wagons as strong as possible. Mr. G. N. Kitchen (K.E. Rly., Darlington) : Regarding the minimum load gauge, I think it would be found very difficult to get the brake levers in on our 20-ton coal wagons. The North Eastern Railway found it necessary to require :I dimension of 8ft. 2in. With reeird to the types of wagons, I agree with the necessity for the iz-ton, but would question the necessity for the low-sided wagons. Further, when a railway com- pany has pig iron traffic to contend with, I think single and double bolster wagons are a necessity! and would take most of the traffic which the .4uthor would carry in his wagons. \\;hen one comes to, say, sleeper wagons, when gft. sleepers have to be loaded, it would be difficult to get them in a 17ft. wagon. This should be classed as a special, and there the difficulty lies in regard to the standardisation of wagons. As regards the capacity of 12-ton, h[r. Gresley has already touched upon this. On the North Eastern Railway 6ve tons is nearer the average load. As to locomotive coal wagons, I suppose these would be a basis for bottom door coal wagons as well. I notice the Author proposes to carry cotton bales in a wagon with 7in. sides. I should think the open goods .~..;igonwould be a much more suitable wagon for that, as in the case of the 7in.. side sheeting or roping would have to be resorted to. With regard to materials for construction, steel under- fr;tmes have not proved a success, especially for coal wagons, probably, I believe, on account of the salty nature of the coal. M'ith reference to buffing and draw gear, I am given to iinderstand that the converted wagons are giving perfect satisfaction, in fact are not much trouble as when fitted with laminated buffing springs. The latter are a serisus matter to deal with for most companies. The spring design renders them more liable to corrosion and frequent breakage, with consequent replacement. I feel sure that now we have so mall^ good SeIf-contaiDed buffers on the market we should h;l\% less trouble, and if a good type of self-contained buffer

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 312 JOCRSAL OF THE IRFIT. OF LOCO. EN@~~E&Rs. is fitted a reduction in repairs will result, giving increased life to our wagons. The s-ner standardisation is adopted as regards the running gear, buffers, etc., the better. Mr. Duncan Mtq: The question as to whether a Stan- dard wagon should be built of wood or spec1 requires much more careful thought and a broader point of view than appears to have been taken in dismissing a steel wagon in so summary a fashion. I should like to know what the Great Western experience has been. Whilst it is true that a large proportion of the plants in the country and nearly all workmen are suitable for building wooden wagons, in adopting a standard wagon we have to remember that we are looking ahead, and since we have been told that this country must be made, as far as ever possible, self-contained, so that we shall never again be placed in the position that we were in during the war, when, although steel went up in price, roughly, three times, timber went up five and even six times, because we were dependent upon foreign supplies. This country is not likely ,to produce anything like the quantity of timber deded, and foreign supplies will naturally get scarcer and scarcer, whereas we have very largely developed our steel output during the war, and therefore steel wagons may be found to be after all the best standard for this country. I think it is a matter we ought to have some information on. The question of corrosion, which has been the chiit objection, is, in my opinion, simply a matter for our chemists, who will, I believe, either discover some means of coating which will prevent corrosion, or introduce a steer which will in itself be rust-proof. The old biblical saying of ‘‘ Visiting the iniquity of the fathers upon the children unto the third and fourth genera- tion ” was evidently not written for nothing, and applying it to the industrial position of this country I think’it would not be possible to have a stronger illustration than we And in connection with our railways and our rolling stock. Here, if anywhere, is a case where the sins of the fathers are being visited upon us with a compound interest which no man can calculate. Another matter is this-everyone seems to emphasisc the fact that we have been awakened to standaadisation by the war. That we need certain types of standard wagons is simply elementary. Only’ this morning 1 was 1mGng through Some rough notes which I wrote in 192 for an

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 STANDARDISED WAGON DESIQNR-BAZIN. 213 intended article in the “ Railway Magazine,” but which I never sent to the publishers, because in those days I was not feeling that I had any authority to write upon such subjects, and I also probably feared for my bread and butter, but looking back through those notes this morning I was a little bit, may I say pleased with myself, that so many years ago, and when a mere child in the rolling stock busi- ness, I put my fingers upon the weak spot, and therefore 1 Jay that the whole subject is absolutely elementary. In any case it can hardly be argued that the war has brought it about. From the earliest days each company designed and adopted its own peculiar design of vehicle. At the present time half the wagons belong to private owners and half to the railway companies. That we need certain types of certain wagons goes without saying. What I am afraid of, and it is emphasised to-night by the discussion, is that we are going to do what we generally do in this country-decide that a certain course of action is the correct one and then argue and wrangle amongst ourselves for twenty years as to how to get there. It is as though the gentlemen in this room agreed to go to Ossett and then started fighting as to whether we should go via Wakefield, via Bradford, or via Manchester. We might talk and discuss for twenty years which is the best type of wagon if we are going to settle every detail, and then by the time the wagons were built probably some new set of circumstances would have arisen which would alter the argument entirely, and therefore I do say for our own welfare let us get on with the standard wagon. We all know that there are endless obstacles in the way with regard to existing works sidings, turntables, and heaven knows what, but when all is said and done there is room for the standardisation of five or six types of wagons, and my suggestion is that standardisation should be brought about immediately, and that the best means of arriving at that standardisation is to ask, say, four of the largest railway companies, four of the private builders, and four of the users to form a committee, and get out a design to meet, as far as possible, general requirements. It could be in the form of a Parliamentary Committee and could take evidence for interested parties just as is done with other matters affecting the general community. Since Mr. Gresley spoke about the poor private owners I am bound as it were to give him one back. Referring again to the article I sketched out in 1902, my theme the14

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WRS the manner in which the private owners and private builders were treated by the railway companies. Just at that time some of you will remember that some of the chief railway officials were stating that it was greatly to be regretted that private owners' wagons were ever allowed to come into existence, and my reply to that, whilst there was no doubt a good deal to be said for the point of view, the railway authorities themselves were absolutely to blame because it was either from want of capital or enterprise, or both, that the railway companies failed to provide sufficient wagons for the rapidly dewloping trade of this country, and especially the coal trade, and where they did provide Them charged exorbitant rates. Thus, in grasping the shadow they missed the substance of what would ha\-e b,een, ant1 would continue to be, a magnificent source of revenue, because the clever business men in thme coal trade, etc., imme- diately grasped th,e situation and found that they could pur- chase wagons very easily on redemption hire, paying about 6 per c'ent., and the following example will show what a very profitable proposition this was :- Taking the value of a ro-ton wagon in 1902 at, say, A\.bj, and assuming it only made one journey per week, its earnings would be, at 6d. per ton, A13 per annum. Of course, in these figures I am speaking of 1902, but the same relative figures would apply up to at any rate 1914. Deducting ;G6 for maintenanoe, depreciation, and interest on capital, that would leave the sum of A7, or say 10 per cent. on the original outlay; considerably more, of course, on the diminishing value of the wagon, and in thousands of cases where the wagon was able to mak,e considerably more than 52 journeys per annum of course the profit was enormously increased. I happen to have known personally several gentlemen who from very small beginnings made a fortune in this very simple way, and my only regret to-day, if I were looking upon life as a mere m.eans of making money, would be that I did not use what bit of knowkdge I picked up in the trade to become a wagon merchant rather than a wagon builder. Well, the result of that shortsighted policy is that to- day the private owners have probably as many wagons 011 the road as railway companies themselves. Of course the railway companies have embarked upon R delicate task, but instead of encouraging any other people in the trade of the country my experience has been that most of the railway companies deliberately put obstacles in the way of the private trader.

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That is by the way, and to return to our main subject, the question of standardisation, my suggestion was that the treatment would not have been so bad if all those tin gods, as we then called them, had agreed amongst themsrlves instead of each company having its own particular fads anu fancies, even admitting, as we must, that there has been, and will continue to be in my judgment, the necessity for different types of bodies, surely such things as the running gear, brake rigging, buffing and draw gear might easily have been standardised. Of course railway companies had a very definite duty to the travelling public, namely, their safety, but whilst con- sidering that and also their shareholders’ interests, they might, and should have, encouraged in e\ery possible way the trade of the country, which trade has been greatly facilitated by the opening up of new collieries and new works, and the provision of trucks to carry the- goods, whereas for many years the policy of the railway com- panies, at any rate to me, appears to be one of continued obstruction, whilst it was so very definite and in their own interests to help to develop the trade of the country, and the most annoying part of the whole thing was that private owners and builders had no real possible chance of redress, because their case was usually tried at the Railway Clearing House monthl) meeting, and they were condemned unheard. Possibly the chief reason was the Locomotive Superin- tcndent was o\erburdened with far more important matters, such as locomoti\es, etc., and the question of the humble \vagon had to be left largely with subordinate officers, who were frequentl? afraid of doing right for fear of doing \\ rong. I ha\e trespassed far too much on your valuable time and therefore I must conclude by asking that the powers that be should not waste any more time in getting out this drawing and that drawing, but should arrange, as. I have mentigwd earlier on in these remarks, a joint committee of railwa,y companies, large builders and users. Now we have got Mr. Bazin’s idea to work on, and the North Eastern, etidence should be taken from the various users and a standard wagon got out. I do not care whether it is a steel or wooden one. Yr. Thorpe: One point to be considered in regard to standard wagons is the coal wagon. Ixt it not be only a coal wagon. To confine it to locomotive coal conveyance only is, J think, n mistake, as there is abundant evidence in

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 216 JOURNAL OF THE INST. OF LOCO. BNOIN.EBBS. the country, and particularly on the North Eastern Railway, that the qo-ton type of coal wagon is a great advantage, from evsry point of view, as compared with wagons of 10 and 12 tons, and the larger wagon is equally acceptabk to the railway companies and traders where the latter are progressive enough for economic teasons to adapt, where necessary, their appliances to deal with 20-ton wagons. That, of course, refers both to the loading point and dis- charging point. As to the design of this wagon, it is 21ft. over head- stocks, whereas experience proves that zoft. provides a very suitable wagon and gives a whe-el base of loft. 6in. only, whereas the longer wagon suggested requires a wheel base of Iaft. oin., a serious disadvantage both as regards weigh- bridges and entailing more rail spaoe upon which to stand. It also le~gthensa train for a given tonnage as compared with the zoft. wagon. The suggested wagon is approxi- mately 8in. lower from rail to top than need be, and if that height is added to the inside depth of the wagon it is all to the good and compensates for any loss in cubic capacity if reduced to loft. length and-a wheel base of roft. 6in. There is another difficulty, byt by all means it is an engineer’s question. I had always understood, on mechani- cal authority, that one could not get a door more than 3ft. I&in. to opdn Fight through from the top so as to swing 6m. clear from the ballast. By some clever means Mr. Bazin gets 3ft. sfin. With respect to the proposed open wagon with high sides, plated capacity 12 tons, I agree with the lecturer’s suggtsted 12 tons rather than with the Chairman, who sug- gests 10 tons, as I well know that a Iz-ton wagon gives frequently a real advantage over a wagon only plated 10 tons, and I consider any increase in the tare of the wagon is far outweighed by the higher carrying capacity. I am with Mr. Gresley in regard to the width. The whole of the designs are increasing the width by anything up to 6in., and that would be all gain as regards inereaskg the loads and therefore is a departure in the right direction, providing the extra width is not obtained by encroaching upon the margin of safety required for passlng trains or during shunting operations. I would remark upon the foresight and wiedom.nf the Institution in circulating in advance copie’s of the lecture, as by that means the subject is brought directly under the notice of members and chief officials of other large busi-

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 STAKDAHDISED WAGOX DESIGNS--HA%IS. 217 nesses directly concerned and so fosters the interests of the Institution, and I assure tht lecturer that his efforts hale the best chance of due appreciation and consideration. Mr. Rowntree (The Leeds Forge Co., Leeds): It seems to me that it has' been the intention of the Author of the Paper to divide the subject into two headings:- I. Consideration as to the advisability of the adoption of the principle of standardisation of rolling stock. 2. Granting that, cbnsideration of the best standard designs to be adopted. The question of standardisation of details, as Mr. Bailey pointed out, as well as of general constructions, was receiving much consideration before the war, in some countries at any rate, if not on British railways, and the experience of the war has certainly confirmed its importance, or even its absolute necessity. I suppose the most ambitious attempt at standardisa- tion made recently has been that of ships. This may be considered as not being a very happy instance to chaose, but its somewhat qualified success is doubtless owing to too much being attempted in too little time. The principal reason for the adoption of standardisation of ships was the comparative rapidity of production expected to result from it. Although the Author has not brought this argument forward; I consider it is an extremely important one in regard to railway rolling stock. The destruction of rolling stock during the war has not perhaps been on so spectacular a scale as that of ships, but it has nevertheless been very great, and on railways in countries where this destruction has not taken place it has been possible to do very little in the way of replacement of loss through ordinary wear and tear. Consequently there is every indication that the demand for rolling stock during the next few years will tax the possibilities of supply to the utmost, so that everything possible must be done to increase production as soon as possible,, and not only in the immediate future, but for some considerable time to come, Standardisation will un- doubtedly be a very great help in this gkection in the case of both railway workshops and wagon building firms. The South African Railways may be cited as a case in which the standardisation of certain types of wagons has been adopted. The South African Railways have done a, great deal in the way of'kf&dardisation, and the result is shown in the fact that shipment of some of these wagons from Leeds will be commencing in about fourteen days. and

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 218 JOURSAL OF THE ISST. OF LOCO. ENGIKEERJ. ail1 continue without intermission for some months. The xery fact that firms ha\e been able to look forward to receil ing repea$ orders has enabled them to make arrange- ments by means of which the railway companies can now ha\e the adxantage of getting \ery quick delivery. I)eli\ery of wagons for other rdwa! 5 of equal importance cannot be started till much later, as it has not been possible in the past to make such cxtensi\ e arrangements for their production on a large scale, repeat ordcrs for the exact tjpe being much less likelj. To pass to the second heading of Mr. Bazin’s Paper, \iz., the hpes of wagons to be standardised, there would appear to be more room for difference of opinion. I am not quite sure whether he 13 ishes LI~to understand that the types he has suggested are to be taken as more or less permanent standards, or whether he-onlj suggests them as compromises until such time as conditions can be made suitable for the use of radicallj improxed stock. I am strongl) of the opinion that now is the time for deciding on such alterations as nil1 make possible the com- paratipel) earl! introduction of reallj high capacity wagons, preferably of all steel construction. As to whether or not in the meantime we shall ha\e to be satisfied with transition types of nagons I do not feel qualified to speak. If a 4o-ton bogie wagon mere to be substituted for hIi. Hazin’s zo-ton four-mheeled wagon, an economj of 8 per cent. could be effected in the length oxer buffers, and an appreciable economy also in the tare ueight. It should surely be practicable to arrange that the conditions under which at anv rate coal traffic is worked could be altered so that 40-ton wagons could be utilised. ‘The railway companies will perhaps sa) that such large loads nould be too much to be dealt with by coal merchants, but my experience is that there is at the present time a dis- position on the part of elerjone concerned to go in for improved methods and plant. case in point has recently come to my own knou- ledge. X large grain storage firm had decided on the adoption of bulk transport. The) proposed the use of zo-ton wagons, and n hen +o-ton wagons are suggested they .;a? that both they and the millers would prefer them, but that the raila av companies object. ’The railway companies are lerj fond of putting it down that the existing restric- tions arc in many cases imposed private firms, but I do not think that is always so. The instance given is a case

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 STAXDARDIYI?D WAGON DESIG?TS-RAZIS. 219 in point, and it is not always restrictions placed by works; in some cases, at least, it is restrictions placed by the railway companies. The adoption of steel bodies has already been urged. This would enabke the length of Mr. Bazin’s xo-ton wagon to be reduced by 6ptr cent. and the 20-ton wagon by 84 per cent. By taking out the steel sides to the extreme limit antt utilising inside stanchions it would be possible to gain 21 further 8 per cent. in reduction in train length. These adlantages should in themselves be sufficient to pqy for such additional attention in the way of painting which may be necessary to okercome the trouble of corrosion. Mr. W. Lofthouse (Messrs. P. Roberts and Co., Hor- bury) : Whilst congratulating Mt. Bazin upon the excellent nature of the Paper he has prepared and the manner in which he has handled his subject, the Paper appeals to me as being more of a suggestion of the standardiging of wagons for railway companies only. Why not, if you are out to prepare a standard wagon, embody the private owners’ type as well? This would, without doubt, produce a more effi cient means not only in regard to handling, but from a manufacturing point of \iew. It is suggested in the Paper that five types of wagons be standardised. I would like to propose in view of the enormous coal trade in the country that there should be six types of wagons, as the largest type of 12-ton wagon sug- gested by Mr. Razin has only a carrying capacity of 465 cubic feet. Whilst it may be true that for railway com- panies the loading gauges are a governing factor in deciding the dimensions, I think it will be found that the yards and sidings of the various concerns using railway companies and private owners’ \chicles are not laid out to deal with vehicles of anything like the dimensions of the composite loading gauge. One of the main factors, in my opinion, which governs the length of a vehicle is the wheel base, which, generallp speaking, we find at the present time cannot exceed gft. oin. for many private owners. Taking into account the buiaings, etc., it has been found absolutely impossible te put in certain sidings with larger radii than 65ft., and this is the minimum radius which a gft. wheel base will safely negotiate, and then at a very slow sped. The positions of buildings, colliery screens, warehouses, etc.i are very important factors in deciding the dimensions nf a vehicle, and many of our large collieries cannot take

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wagons with a maximum overall height greater than loft. and overall width greater than 8ft. 8in. I would suggest that the standard hgon would be better 16ft. 6in. long over headstocks with gft. wheel base (a reduction of 6in. in each case as compared with the figures given by Mr. Bazin). The width of the wagons to be Sft. gin. overall. The additid type of wagon I suggest for the carrying of 12 tons of coal would be 16ft. rin. long inside, 7ft. stin. wide inside, 4ft. gin. deep, giving a capacity of 504 cubic feet, which at 42 cubic feet to the ton would give the 12 tons of coal required, There is no doubt that for ease in repair work the wood wagon is more ideal; oak being without doubt the best limber for the underframe. With regard to the solebars, I am rather surprised Mr. Bazin suggests Iain. deep for a 20-ton wagon. I regret his absence, as I would like to have compared calculations with him. In view of the fact that the strains in an under- frame of a vehicle are not known, and in calculating aut strengths of various members we are working very much in the dark, probably Mr. Bazin has worked on quite a different line to the one which I have worked upon in getting ,out my calculations. I think, however, that for a 20-ton vehicle zxft. long, the solebar should be 14in. deep and 6in. thick, if not plated, or 14in. deep by sin. thick with 5/16in. or #in. flitch plate. I do not agree with the headstock being thinner than the cross-bearer. I have never yet come across a vehicle where a 12 x 5 crossbar has gone sooner than the 12 x 59in. headstock. Whilst agreeing with Mr. Bazin’s suggestion of a deep inside diagonal plate and outside angle iron, provided the angle iron is an unequal one, the leg on the solebav taking the whole of the bolts of the inside diagonal plate, I still think that if fitted with a proper amount of draw to p~llup the tenons, the 4 x fin. diagonal knee with four strap bdts at each corner, two inside and two outside, and not: three strap bolts as mentioned by Mr. Bazin, is a very satisfaory form of fastening for this point. At Horbury JundtiM we adppted this four strap bolt corner some yeam ap, as we considered we were able to keep the frame corner .much tighter and more square. To reduce the width of a wagon as suggested will do away with the Cut away corner of the headstock ‘necessary

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%o clear the loading gauge, as suggested by Mr. Bazin, which to my mind leaves a very weak corner at a point which we find in all vehicles is subject to a great amount of wear and damage. With regard to the longitudinals and diagonals, Mr. Bazin does not show us on his drawings how he proposes to cut away for the buffing spring. It appears to me that when he has done away with the old idea of the longi- tudinals and diagonals being in two halves, he still comes down to the same depth, at the point where cut away for the buffing spring, of 4$in., and it is often found io repairs that a longitudinal and diagonal break across this point if broken at any point other than in the tenons. In consequence of Mr. Bazin’s suggestion, a piece of oak 6ft. long x 12in. x 3$n. will have to be replaced instead of the piece 74in. x 34in. The question of the bolts getting loose can easily be got over if one of the threads were slightly tapped with a chisel after the nuts are screwed up, thus preventing it working loose, but being no detriment to it being taken off by means of a spanner. I fully agree with Mr. Bazin that two tie rods through from end to end of a vehicle are a very great advantage, but the short tie rods passing from crossbar to headstock and taking the end stanchion should also be fixed. The four cross tie rods, I think, are better arranged one at either side of the crossbar, top and bottom, to keep the crossbar square and its tenons tightly home in the solebar. AXLEBOXES.-It is quite agreed that the oil box is far ahead of the grease type box. At the present time I do not thhk there is a box in use which can be termed absolutely efficient. Mr. Bazin objects to the split type of box owing to the inability to get at the brass for examination, but this type of box can easily be fitted with a front inspection door in the top half, so that by slightly easing the weight by means of a jack the brass can be withdrawn in identically the same manner as the open type pattern of box, in addi- tion to which the bottom half is easily detached without disturbing the wagon, thus enabling it to be thoroughly cleaned out, which cannot be done with the present open front type of box. I do not consider the two-block brake with through shaft and levers at either side any advantage over the brake on each side. In view of the fact that so many of the large works throughout the country have adopted unloading

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 222 JOURNAL OF TEE ISST. OF LOCO. EPI'~pqms. dumps for the discharge of the coal to their bunkers by means of bottom doors, the through shaft prevents the fitting of these doors, and particularly is this the case with the users of iron ore. Mr. Bazin's suggestion that the side curb rail is merely a finish to the kttom of the body is not to my mind quite correct. In my opinion it is a very vital member, and considerably strengthens the body when properly bolted through the solebars. Sheeting rods can be fitted through the body planks and curb rail, pulling them together between the points of the corner plates and the side knees, and thus. form a verv solid combination. The usual type of side door knuckle can then be fitted. This, however, to be bolted through the curb rail and solebar, and not through the top half of the curb rail, as is sometimes done, and which is very objectionable owing to the fact that when the side door is dropped it is liable to. split this rail. With .regard to Mr. Bazin's side door hinge knuckle, supposing one of these breaks the bottom planks covering same have to be pulled up, the rivets,which secure it to the angle iron brackets cut away, and the deep way bolts passing through the solebar taken out. With i+ curb rail and the ordinary type of side door 'knuckle, all that is necessary is to take off two nuts to release the same, or by tqking off four nuts the whole of the door can be lifted out in its. entirety. Mr. Bazin does not mention inside washer plates. Examining a Great Northern Railway wagon to-day I find that the bolts and nuts of countersunk type have pulled in to the timber gin. to &in. The woodwork around the countersunk head is cracked, showing that the body has been working and straining on .the heads, there being nothing to hold them firm. Each time a repairer 01 examiner tightened up loose bolts he has pulled them ib little further. With washer plates and couotersunk bolgs it means a little more expense countersinkhg the holes, but I feel sure the life of the vehicle is prolonged, aad except in special cases I do not advocate this, much preferring a nkdy shaped cup head bolt bearing on to the washer lates, vhick should have chamfered edges, or on to indivia ual washers. Mr, E. Sp~s(Leeds): If a stadard wagon is to be built, it Seems to me there are a few things to be thought of now. For one thing there is the automatic coupling-

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 STAXDAKDISED WAGOS r~EsIci?r's--B.uIK. 223 It would be possible to have self-contained buffers, Ztncl when all the old wagons were done these could be dropped. Another thing is the axlebox should be of a really good type. The benefit would be realiwd in hauling and reduc- tion of maintenance costs. I do not agree that a decent axlebox has not been designed yet, nor it good shield. Iii most axleboxes the shield is really a disgrace, and that is especially the case with the axleboxes in use on the English railways. Another thing is the design of axleguard. Of course the general type is about as old as railways. It is ;I very rough and ready gkird, and very easily gets out of truth. It is difficult to make guards true and keep them true. This.greatly affects running. W'ith regard to the brake, if a wagon is braked on one side, the action really amounts to shoving the wheel towards the buffer, and the axlebox is thrown right up against the axleguard on the one side with a consequent twisting actiori. If the brake be on both sides with one action it seems :I very distinct advantage as fdr as wear and tear of the wagon is concerned. With regard to the covered goods. wagon, I notice the [loor is given as the whole depth of the wagon. It seems a \.er!. clums!. door to me, and I think it would cause trouble. Why not have ii sliding door in a frame? That seems to be a much easier type to manipulate and would not get in the wap so much as a swinging door. Mr. A. T. Houldcroft (The 1,ecds Forge Co., Ixeds) : Mr. B;izin has spent much time on his subject and 6'ri\.en us a railwayman's views. I am sure no one would be better pleased than he if, as the u1tini;tte result of this discus- sion, there WRS a standard .up-to-date high capacity wagon. Our Chairman, in his Inaugural Address, spoke of the importance of the reduction of the rate of tare to carrying capacity, and speaking even of boilers said, " every pound of weight must justify itself in terms of power." No subj,ect is of greater importance; indeed it is of vital importance to a11 our industries. It will have the searchlight of modern investigation thrown upon all its details. Unless this subject is dealt with thoroughly, and condi- tions improved, the railway, instead of being an aid to our intlustries, will either fetter them or be unable to carry the loads that the normal rate of increases should 'cause to be offered in a few years' time.

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The wagons_ suggested in Mr. Baain's notes are designed to suit existing conditions. These conditions have for thirty or forty years dictated the types of wagons, which have been suppried to suit them, and it isenow argued that because there are so many thousands of these types there- fore the cohditions cannot be altered. As to the results of following these conditions, following the line of least resist- ance, it can never be said that conditions which have resulted in the average load in loaded wagons being less than one third of their capacity are the survival of the fittest. The Locomotive Supecintendent has in these days to justify every pound of material he puts upon his engihe. In England, for every mile of railway we have 3,h wagons and IOI locomotives. The traffic and wagon depart- ment should therefore furnish 38 reasons to the full and complete satisfption of the Locomotive Superintendent to justify each pound of tare. Every railway has, at present, as a result of these conditions, fifty or more different types of wagons, so that the providing of standardised wagons is an extremely .difficult and complicated problem. Are these conditions unalterable? We are in for diffi- culties anyway, and it rather appears that if we must make important changes let us take the biggest question first. To some extent we are up against existing loading gauges. I rather believe railway companies are prepared to seriously consider this, but it does not rest with them alone. It means alterations to coal and coke yards, colliery machiney, workshop approaches, gantries, lifts, turntables, weigh- bridges, coal tips, cranes, shipping docks, and terminal facilities and general equipment. We are fortunate in having present representatives of the railway owning the largest number of wagons, who can speak with first hand knowledge on all these points. The alterations necessary are the removal of anything which interferes with the railway and its efficiency as a first class freight carrying machine. Mr. .Tho-, -in his excellent speech on high capacity wagons, which must be considered now we are on this question of standardisation, made the statement I have put down above-that it did not all depend upon the railways, probably only .p per cent. of it did. He also spob in favour of a gradual change from present procedure mwards high capacity. I have also stated that I believe railway companies would be ready to adopt anything which would improve their

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 AGOX DESIGNS-BAZIS. ST.~SDARI)ISED W 22.5 efficiency and their revenue earning capacity. -10 show what may be the attitude of works directors let me recall Col0~1Kitson Clark’s remark during the same discussion. He believed that this high capacity wagon must come, and further remarked, “ My works are situated in a corner, and it would be extremely difficult to work in these high capacity wagons, though we are prepared to do what is necessary.” In this spirit should the whole subject be attacked. What alterations are necessary? We should need a full investigation by the Traffic, Enginwring, Carriage and Wagon Departments before this could be given, and upon this report only could a pucca estimate be based, but I have given this matter some consideration and I belie\-e that it can be shown that as a result of higher efficiency additional paying load (less empty stock, less empty locomotive running, less traffic staff, and less coal) per ton unit. Savings on carriage and wagon renewals, repairs and oil, on a total freight tonnage of 600 million tons per annum, ? saving of at least twenty millions may be achieved, which, if capitalised at 5 per cent. would justify an expenditure of 400 million pounds sterling. What would be the cost of such alterations, and will it pay? I hav.e given th,e above figures to show what we have to go upon. This should work out sufficient for the whole of the alterations necessary in EngIand. It is now up to the Traffic Departments to say if it will pay. .As to the life of wagons, Mr. Thorpe, in his speech above quoted, said “*A little experience is worth a good deal of theory,” and on this matter of life of wagons I am able to give youathe experience of railways 2,000 and 5,000 miles in length. After the full verification of the stock by trained inspectors, they were instructed to refer any doubtful cases to th,e chief, myself, and the following report was made :-“ Wooden wagons shown to be condemned for renewal after 25 to 28 years. Wooden wagons with steer underframes, the wooden bodies after 25 years and steel\ underframes 3s or 40 years. All-steel wagons 3s to 40. vears.” We therefore see that on these railways we had had iron and steel vehicles in running for 35 or 40 years. I believe they can show a record which would gladden the hearts of traffic managers in England. In the busiest season., when every possible vehicle was brought into service, there was even then a shortage of stock. The records will show that no more.than z per cent.,

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 226 *JOl~HSALOF THE IXST. OF LOCO. ENOIA’ERRS. and in some cases as low as I per cent., of the total stock was under repairs at the same time. These steel wagons justify entire abolition, except for rough ballast purpSes, of timber wagons. Nothing extraordinary and practically no special appli- ances were necessary at out-stations for repairs and upkeep. In any case the figures I ha\e given would dispose of all Xfr. Razin’s fears regarding out-station repairs and justify traffic managers in calling for similar and even better results on English railways. Now for a little history. The Rajputana Malwa Rail- way of 2,000 miles (Bombay, Baroda and Central India Railway) had adopted the policy. My predecessor, Mr. U’. R. S. Jones, showed in a Lery exhaustive Paper on the subject the desirability of extending the policy. A 5 per cent. return on capital expended in providing the facilities and the stock for high capacity standard wagons. It meant re-bridging, re-laying, heavier re-alignment in places, yards, etc. Their condition was similar, perhaps worse, than the British position to-day. When they started they were the main line between Bombay and Delhi. Mails and most of the through grain from Punjab to the coast, Government propertv. Now the Go\ernment had other tracts of terri- tory to open out and the lines built later have usurped its premier position, making it now more a parochial instead of a national line, but the point here is the high capacity standard wagon remains. As Carriage and Wagon Superintendent responsible for some years in carrying out this policy it was inwesting to watch its progress. The increase in my period amounted to 50 per cent. upon the axle loads, and the question arole, “ Would the returns show +e same percentage of capacity utilised upon the capacity hauled?” Frequently it was as h@h as 75 per cent. It did then and continues to do SO now. . ,Is to .4merican results, I have looked into the matter of American practice with high capacity. Is the proportion of carrving capacity utilised being maintained? I am pleased to be able to report that this is the case. ‘The increase is utilised for the average number of tons of revenue freight per train mile shows a steady rise-- 307 in r904, 344 in icyh, 360 in I-, 410 in 1912 and 451 in 1914. The revenue receipts per train mile increased from $2.908 in 1911 to $3.308 in 1914, and cost of operating per train

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.mile from $r.544 in ig11 to $1.769, the increase being in favour of the receipts. Comparing 191.3returns with 1914 I find that. whilst the number of cars in service increased 2.3 per cent., the total capacity increased q.6 per cent. Also the average capacity rose from 38.26 tons to 39.12 tons or 2.25 per cent. The number of cars having capacities of lea tlmz 35 tons each decreased (~,9,6[)0 tons, whilst cars having capa- cit'es of 35 tons cid #)core increased 121,628 tons. As smaller cars were wrecked or rebuilt they were replaced with higher capacity still. Train loads also increased.

~l'ltAIS 1,OAI)S IS U.s...\. Average in tons. 180 in 18r)6 and each ton carried an average of I ih miles.

,344 79 77 ,> 9, 1, 132 37 445 79 1913 7) 77 9, 3, 146 ,,

.'\VERAGb: ;1IE.4N FREIGIIT7'11AIS HAUI.. Miles. United Kingdom ...... 24.86 in Icy6 Friince ...... 78.86 Germany ...... _.. 62.48 Italy ...... 78.86 Canada (Govt.) ...... 183 Company 234 .-\rpmtine ...... 104 Japan ...... 63 The cost of hau1;ng one ton one mile in India is 3 to 6 pies, or id. to +d. per ton. The cost of hauling one ton one mile in America is ..744 cents, or j;d.

(i001)S THAISh\IILE (EARNSGS). U.S.A. British. India. 12'6 5!9 618

COST. 713 - 31' U.S.:3. total fveight tons 2,000 millions in 1914. Proposed-It would appear desirable to follow the prac- *ice of the M.C.B. of America and the Locomoth'e and Carriage Superintendents' Committee of India and for'm a Committee to deal with this subject in all its details and .report to the main body.

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Mr. King : The greatest advantage of standardisation of wagons appears to lie in attaining a greater earning capacity'by shortening the time spent in releasing the wagon for traftic at out-stations due to a better service of spare parts. Hence the most useful form of standardisation must clearly deal with the smaller parts and not sb much with overall dimensions, which may vary without inconvenience to anyone. The idea of standard wagons is not altogether new, as the Railway Clearing House .Wagdn Committee have alreadj. laid down rules covering the design and speci- fication of some eight types of freight vehicles to which,, however, the railway companies themselves do not adhere.. Further, there is the case of the " Trinity " wagons which were designed during the latter part of 1910for use by the Great Northern, Great Central, and Great Eastern Com- panies, and of which large numbers were to have been built by these conipanies in their wagon construction programme of rgr I, pending the amalgamation of the three companies. The main difficulty in the standardisation of wagons is in the varying requirements of different tiistricts. Thus, take the North Eastern Railway, who own 11g,oo0 freight vehicles. They recently had 46 different types of goods wagons, 36 types of mineral wagons, not including brake vans, all of which no doubt meet some particular traffic requirements. This line is divided into three main divisions -the Northern, Central and Southern. The chief reason why a standard wagon would not suit all three districts lies .in the fact-that whilst either side brakes suit both the north and south divisions, the wagons running in the central divi- sion require to be fitted with end brakes because of the peculiarities cannected with the coke traffic in this district. It is therefore more in the matter of details that stan- dardisation will become effective. All ironwork, particularly the following items, are recommended for standardisation :- Wheels, Tyres and Axles. Axleboxes. Bearing Springs, Spring Stops and Spring Shoes. Side, Bottom and End Door Hinges and Fastenings. Drawhooks, Couplings. Axleguards. Buffers, Buffer Guides, Buffing Cradles. Brake Gear. Knees. Ticket Clips, Horse Hooks, etc. By the standardisation of details only the design of the

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iehicle would be left, as before, to the Wagon Superin- tendents, and particular traffic requirements more easily met. The saving to railway companies in the smaller stocks required to be carried out at out-stations would be great, .and the chief importance of this argvment lies in the fact ,that as so many large firms at present are newly entering the field, and laying down plant to meet the requirements Qf the country, an enormous saving of plant and tools would be effected with a r,esulting increase in output, particular .firms specialising in individual parts. It has been estimated that 60,000 wagons are required each year to replace those worn out. Each company already has a fairly complete system of .standardisation, but this is not common to any two com- panies. Thus, in the case of axleboxes alone, there are at present over 200 types of boxes in use, and whilst one company finds four different types will suit its entire require- ments, another has no less than twice this number to cover the same range. In suggesting the types of wagons to be standardised 2: fairly good range is given, but to this might be added a combination type cattle truck. Timber being suggested as the material to be used throughout, it appears a debatable point whether the scarcity of timber and the increased cost and tare weight of the wagon will not enforce the use of steel, at any rate for the underframing.

Under the heading of " Buffing and Drawgear " blr. Bazin suggests the use of a continuous form of drawgear, and in this connection advocates the use of an auxiliary spring in the cradle 7&in. free height with an initial com- pression of two tons, the defection per ton being sj3zin. The initial compression usually is obtained by making the intermediate drawbar a given length, one end of which fits -into the shackle of the buffing spring, the other end screwed for a nht which gives the required compression on the spring in the cradle. The total length of the wagon over headstock drawbar plates is, say, 17ft. I+;.., which is also the length between .the two shoulders of the drawhooks, and there is an initial tension of two tons on the drawgear. This holds good until .the wacon has been in traffic for some few weeks, when the cross members and headstocks will have shrunk and .the longitudinal tie bolts 'require tightening to make the shoultlers of the longitudinals fit to the crossbars and head-

Downloaded from jil.sagepub.com at Purdue University Libraries on June 5, 2016 230 JOUHSAL OF THB INST. OF LOCO. ENGINEERS. stock. Allowing the usual shrinkage of iin. for each mem- ber, this would reduce the total length of the wagon over drawplates from 17ft. rtin. to 17ft. $in., thus causing the headstock to become concave and altering the length between the inside of the cradle and drawbar nut from 7.1/16in. to 7.9/16in., thereby freeing the auxiliary helical spring and leaving 3/16in. slack on the drawgear. It is the practice of some companies to allow for *in. camber on each headstock when new, to counteract this shrinkage, but the difficultv mentioned cannot be overcome thereby and it is doubtful whether the wagon examiners can be induced to screw and cotter up the nut on the intermediate drawgear. How is this difficulty overcome? It is further noticed that two long tie rods running the entire length of the \-chicle are recommended. Long tie rods are obieictionable because in hot weather they expand, while at the same time the timber shrinks. In wet weather the reverse takes place. With reference to the buffing gear, stops should be fitted at the back of the spring as close up to the laminated buffing spring buckle as possible, so as to deri\e the full benefit of the spring. Another important point is that all nuts be on the outside and those which hang- vertically in all cases be fitted with washers and split pins, a precaution only too often. omitted. Waste is recommended as the means for conveying the oil into the journal, but with this class of loose packing a! disadvantage lies in its liability to work round with the journal and become wedged in side of the box. The ten- dency of the'journal to run at a higher temperature with this class of packing is noted from tests carried out to be about 20 degrees F. The axlebox bearing brass should be made reversible, as more are scrapped due to end wear than for minimum thickness, and a considerable saving results in the reversal of the brass; this is by placing the left hand brasses in the right hand pocket, and vice versa.

The question of doors is open to debate in the case 01 the covered vans. Where double-hinged doors opening outwards are employed difficulties are often experienoed in. loading owing to the doors fouling obstructions in the trm- ship sheds. This is not met with in the sliding tyw of door, although possibly greater difficulty is eXPerienCed in satis- factorily designing such R door to slide freely and be Water- tight when closed.

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'There is one other point offered for criticism. In the case of the covered goods wagon, matchboard sheeting, the usual tongued and grooved boards, are very unsatisfactory. The tongue through weakness often splits and is of no service. To overcome this, two suggestions are offered, first, to make the tongue in the form of a lap, or secondly, to utilise the method adopted on all South African Railway stock, as shown in sketch. Mr. Bazin: Mr. Gresley has mentioned that he thinks the carrying capacity of the standard wagons suggested in the Paper is too high. In order to adopt a standard under- frame and wheels for four types of wagons, the open high side wagon which would be required to carry a load to its utmost capacity when used for coal was taken as a basis for the standard design. With regard to Mr. Dow's suggestion that more than five types of wagon should be standardised, it would always be necessary to construct wagons for special traffic, which would not be of standard design throughout, although in many cases they could be constructed on the standard under f rame. The difficulty he anticipates with regard to a wide space between the ends of the Hoor boards and the side of the door when the door is turned down would not exist as the Hoor boards finish under the door in exactly the same posi- tion as if a crib rail were used. Mr. Thorpe has raised a point in connection with a gft. sgin. through door beiw arranged to open so as to swing 6111. clear of the ballast. 'This is made possibie by fixing the centre of the door hinge in line with the 4ft. ain. Hoor level. A sft. 5din. door, when hanging down, thus clears the rail level by 8.71 16in. Mr. Rowntree asks whether the tvpes of wagons sug- gested are to be taken as a permanent standard. In the opinion of the Author the types selected are those which could be adopted as permanent standard wagons, as these types have proved that they are the most suitable for the conditions which exist on British railways. Pvlr. Lofthouse raises a question with regard to the cubic capacity of the open wagon. Four hundred and sixty- five cubic feet is the extreme capacity of a 17ft. wagon of the dimensions suggested to comply with the loading gauge. With repard to the size of the solebars of the 20-ton wagon, the Great Northern Railway have a quantity of these

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wagons which have been in service many years with satis- factory results, having solebars 12in. x gin. with g/16in. flitch plates. In the arrangement shown for the lygitqdinals wd diagonals, these are no stronger when cut away for the huffing spring than when made in two haivb, but the diffi- culty with loose bolts is dispensed with. It was considered better to have the pin. tie rod taking the top hole of the door hinge bracket, and the bottom bolt could not be placed oh the other side of the cross bearer an account of the link for the brake block hanger. With regard to the side door hinge brackets, the troubk and cost of replacing one of these when broken is a remote chance,. w*ainst which the method described by Mr. Lofthouse entails the frequent removal of the crib rail which is a costly operation. Inside washer plates dth counter- sunk holes are fitted on the sample wagon.

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