Seattle Car & Foundry Company, Catalogue No. 3, December, 1913

Chapter I: Part 1

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A Record Breaker

(Skeleton Car)]

CATALOGUE NO. 3

December, 1913

SEATTLE

CAR & FOUNDRY

COMPANY

Six awards Alaska-Yukon-Pacific Exposition. Highest award
Grand Prize. Logging Flat Cars, Logging
Trucks, Patent Steel Bunks

_OWNERS OF PATENTS COVERING HERCULES BUNK AND KNIGHT PATENT CHOCK
BLOCKS, ETC., ETC._

HOME OFFICES

Seattle, Washington

U. S. A.

_Branches_ _Works_

PORTLAND, ORE. RENTON, WASH.
VANCOUVER, B. C.

Seattle Car & Foundry Co.

FOUNDED 1905

The Seattle Car & Foundry Company was started in 1905 by a few Seattle business men who had faith in the ability of the Pacific Coast to support a home industry of this nature. A steady growth both in scope and quantity of business has confirmed their judgment. Today the Seattle Car & Foundry Company not only competes on an equal footing with the east for the trade of the Pacific, but has extended its field successfully into Alaska, British Columbia, China and all other sections of the Orient. In its commodious, modern and efficient plant it designs and builds Flat Cars, Box Cars, Logging Cars, Logging Trucks, Air-Equipped Connected Trucks, Logging Bunks and Chocks, Gondola Cars, Refrigerator Cars, Plantation Cars and Cane Cars, Caboose Cars, Camp Cars, Industrial Cars, Contractors Dump Cars, Push Cars, Quarry Cars, Track Construction Cars, Tram Cars.

MAIN OFFICES

Alaska Building

=Seattle, Washington=

CABLE ADDRESS WORKS
_Carco_, Seattle Renton, Wash.

The Leading Car Shops of the Pacific Coast

At the present time the works of the Seattle Car & Foundry Co. constitutes the largest and best equipped plant on the Pacific Coast for the manufacture of cars, trucks and contractor's equipment, with which is affiliated a rolling mill, providing us ample material under most favorable conditions.

While the shops are perhaps not so extensive as those of some of our Eastern and European competitors, they are capable of turning out work in sufficient quantities and of a quality to enable us to successfully bid on orders of any proportions.

We have been able to satisfy the most rigid requirements of such trans-continental railroads as the Northern Pacific, Southern Pacific, Chicago, Milwaukee & St. Paul, and the Harriman system, such electric companies as Stone & Webster, the British Columbia Electric Railway and the Portland Light & Power Company, not to mention successful competition in the Orient with the leading firms of Europe.

But in spite of this success we never lose sight of the fact that this plant was started primarily for the better service of the Pacific Coast--particularly of the Pacific Coast logging trade. In this field we claim a special fitness which has been proven, by the growth of our business, in a few years, from a very humble beginning into an organization of considerable industrial significance.

But whether you buy cars, trucks, forgings, castings, contractors, bridge building or mining equipment, we are in a position to give you better delivery than the East, greater capacity than any other coast shops of the same character, and prices that are most reasonable for the service rendered. Our sales and engineering department are at your disposal.

You will get satisfaction in dealing with us. Three quarters of our new business this year was from old customers. Why not get acquainted with them and us? Write them or us.

SEATTLE CAR & FOUNDRY COMPANY,
210-15 ALASKA BUILDING,
SEATTLE, WASH.

_LIST OF SUBJECTS_

Treated in the order they appear in this

_CATALOGUE No. 3_

_Seattle Car & Foundry Co._

Trucks, Connected
Trucks, Hercules
Trucks, Skookum
Trucks, Snohomish
Trucks, Columbia
Bunks, Hercules
Bunks, McLafferty
Bunks, Skookum
Flat Cars
Flat Cars, Yosemite
Flat Cars, Lidgerwood
Box Cars
Box Cars, Chinese
Box Cars, Special Purpose
Cabooses
Cabooses, Combination
Camp Cars
Ballast Cars and Gondolas
Tank Cars
Dump Cars
Mining Cars
Tram Cars
Push Cars
Useful Tables
Satisfied Customers

_For information on further or Special Equipment, Address_

Seattle Car & Foundry Company
210-215 Alaska Building
Seattle, Wash.

Air-Equipped Connected Truck

(CAPACITY 80,000 POUNDS, ALLOWABLE OVERLOAD 10%)

This design is protected by U. S. patents.]

[Sidenote: _CODE
"Connected"_]

=Part of a train of connected trucks operated by Smith-Powers Lumber Co. of Marshfield, Ore.=

Details of Air-Equipped Connected Truck

(CAPACITY 80,000 POUNDS, ALLOWABLE OVERLOAD 10%)

This car was designed with the object of providing heavy capacity Trucks with Air-Brakes, and at the same time reducing the dead weight and maintenance to a minimum. This has become a recognized Standard Logging Car, and as the design permits of considerable latitude in length of car and centers of bunks, we do not hesitate to recommend it to anyone who requires either Flat Cars or Trucks for strictly logging purposes. The convenience of operation as compared with other types of equipment is apparent. From an economic standpoint the comparison is even greater. Some of the advantages are given below in detail:

1st. SIMPLICITY. Few parts to get out of repair, consequently car is always in commission.

2nd. REDUCED COST. First cost is 18% less than Flat Car of same capacity and equipment.

3rd. SMALL COST OF MAINTENANCE. More than 50% less than Flat Car.

4th. SAFETY OF OPERATION. Greatly increased over detached Trucks on account of Air Equipment and rigidity of connection, and over Flat Car in loading and unloading on account of skeleton construction.

5th. REFUSE NOT CARRIED TO DUMP. No deck to accumulate rubbish, adding to dead weight of car, and carrying it to the dump where it is discharged, often necessitating dredging to secure necessary depth of water.

6th. REDUCED DEAD HAUL. Which is 30% less than Flat Car of same capacity and equipment. This is important where heavy grades are encountered.

7th. OPEN DESIGN. Facilitates operation of both loading and unloading, lessening the time required and reducing the danger. At the same time, ample protection is provided for Brake Rigging, eliminating danger of being fouled by falling logs.

8th. INCREASED BUFFING CAPACITY. Connecting timbers forming backbone of 300 sq. in. cross section, which offers great resistance to buffing shocks.

Length over timber, 40 feet, can be furnished up to 56 feet. Length
over all, 42 feet. Width over connecting timbers, 30 inches.
Height to center of Coupler, 2 feet, 10 inches. Height to top
of Bunk, 48 inches. Width of Bunk, optional, 9 feet or 10 feet.
Bunk centers in illustration, 24 feet, but is optional with
purchaser. M. C. B. Automatic Couplers. Westinghouse Air Brakes.
Inside Hung Metal Brake Beams. Standard Diamond Arch Bar Truck
Frame. Metal Truck Bolster. Seattle Car Manufacturing Co.'s
Patent Cast Steel Body Bolster in combination with Patent Cast
Steel Bunks, riveted together, making solid section. Thirty-three
inch Cast Iron Wheels, chilled tread, double plate. Steel Axles,
4½ × 8 inch Journals. Malleable Iron and Steel Castings used
throughout. Draft Gear optional. (Twin Spring or tandem.) Bunks
Cast Steel, Hercules Patent, equipped with Knight Patent Chock,
the McLafferty Stake, or the Skookum Bunk. Weight, approximately
19,000 pounds. This Car is protected by U. S. Patents.

Protected by U. S. Patents]

Air-Equipped Connected Truck

The Most Practical Skeleton Logging Car on the Market. Equipped With U. S. Safety Appliances to Meet Interstate Commerce Commission Requirements.

This car has done more to make the name of the Seattle Car & Foundry Co. well known among the logging fraternity than any other single one of our products. We instituted their use on the Pacific Coast. They were designed to avoid many of the obvious disadvantages of flat cars and to add the element of safety to trucks without materially increasing cost.

The letter which follows, pictures better than we could, the reception and experience of the trade, from the view point of the actual operator.

NORTHWEST LUMBER COMPANY
Kerriston Mill
Superintendent's Office

Kerriston, Wash., July 19, 1913

Mr. F. W. Chriswell, Chief Engineer,
Seattle Car & Foundry Co.,
Seattle, Washington

Dear Sir:

Mr. Horton our Secretary has requested me to write you of our
experience with the connected logging trucks which we have been
using for the last three or four years.

In a general way I might classify this under two heads,
construction and operation. Regards to construction of these cars
will say, while they are seemingly light, we have found them very
strong, and more serviceable in our logging than flat cars which
we had previously used and are still using. The air equipment
as arranged in these cars is very well protected, and we have
experienced practically no trouble whatsoever from breakage. Due
to the construction of these cars with their three sills as the
only woodwork, we have found the cost of maintenance very little,
perhaps due to a certain extent to the accessibility of the parts,
which permit of a thorough inspection by simply walking past the
car. In operating, we have found these cars exceptionally adapted
to the hauling of logs, and during our four years experience do not
recall an instance where the load has been spilled due to any fault
of the bunk or blocks. Our cars, of which we have twenty-four in
operation, are built on twenty-four foot truck centers with nine
and ten foot bunks, and during the last year and a half we have
lost but one log except through derailment. We find that these cars
seemingly ride easier than the seven flat cars which we have in
service, permit of a larger load and carry their loads to better
advantage. These cars are easily loaded, and it is not uncommon
that we haul nine and ten thousand feet to the car. Our loads will
average between seven and eight thousand feet per car. All of the
trainmen who have worked on these cars, and the loaders in the
woods like them very much. The fact that they are easy to load
leads the loaders to put on a good load on them and in a careful
manner, and in an all around way will consider them very much
superior to the flat cars we are using, being seven in number of
the standard logging type.

Any further information which I may be able to give you and which
you may desire, will be furnished with pleasure upon request.

Very truly yours,
GEO. N. PECK,
General Superintendent

_This Letter is Typical of Dozens We Have Received_

List of Parts--Standard Car Equipment

=CASTINGS--=

Give pattern number where possible in addition to list number.

1 BUNK
2 BUNK BRACKETS
3 JOURNAL BOX
4 JOURNAL BOX COVER
5 JOURNAL BOX WEDGE
6 COLUMNS
7 COLUMN GUIDES
8 JOURNAL BEARING
9 BOLSTER FILLER
10 CHAFING IRON
11 BRAKE SHOES
12 BRAKE WHEEL
13 RATCHET
14 PAWL
15 TOP CENTER PLATE
16 BOTTOM CENTER PLATE
17 CHOCK BLOCK
18 SIDE BEARINGS

=FORGINGS--=

19 TOP ARCH BAR
20 BOTTOM ARCH BAR
21 TIE BAR
22 TRUCK BOLSTER
23 SPRING PLANK
24 INTERMEDIATE LEVER
25 CYLINDER LEVER
26 LIVE LEVER
27 DEAD LEVER
28 DEAD LEVER STOP
29 DEAD LEVER STOP BRACKET
30 INTERMEDIATE LEVER FULCRUM
31 PUSH ROD
32 CENTER CONNECTION
33 TOP CONNECTION
34 BOTTOM CONNECTION
35 HAND CONNECTION
36 CONNECTION PINS
37 LEVER CARRIERS
38 CYLINDER BRACKETS
39 RESERVOIR BRACKETS
40 RELEASE VALVE HANDLE
41 PIPE CLIPS
42 BRAKE STAFF
43 BRAKE HANGER
44 SAFETY HANGER
45 GRAB HOOK AND CHAIN
46 FOLLOWERS
47 KNIGHT CHOCK BLOCK
48 CHAIN FOR CAST CHOCK BLOCK
49 CHAIN FOR "KNIGHT" CHOCK
50 TAIL STRAP
51 CARRY IRON AND BRAKE STEP
52 CARRY IRON
53 STRIKING PLATE
54 HAND CONNECTION BRACKET
55 CENTER PIN
56 CENTER PIN KEY
57 UNCOUPLING LEVER
58 UNCOUPLING LEVER BRACKET
59 BRAKE SHOE KEY

=AIR EQUIPMENT--=

60 AIR CYLINDER
61 AIR RESERVOIR
62 UNION
63 STRAINER
64 CUT-OUT COCK
65 ANGLE COCK
66 HOSE COUPLING
67 RETAINER VALVE
68 RELEASE VALVE
69 TRIPLE VALVE
70 TRAIN PIPE "B" END
71 TRAIN PIPE "A" END
72 NIPPLE
73 RETAINER PIPE
74 CROSS-OVER PIPE

=LUMBER--=

75 CENTER SILL
76 FILLER
77 DUST GUARDS

=SPECIALTIES--=

78 WHEELS
79 AXLES
80 TRUCK SPRINGS
81 DRAFT SPRINGS
82 COUPLER
83 "HUNTOON" BRAKE BEAMS
84 WASHERS
85 BRAKE ROD JAWS
86 PUSH ROD JAWS
87 DRAFT LUG

TRUCKS--Hercules, Snohomish and Skookum

[Left Sidenote: =Business of Making Trucks is one of the Specialties in which we Acknowledge no Superior.=

=We Build Regular Stock Lines and to Special Requirements.=

=Speedy Delivery Guaranteed.=]

[Sidenote: =Seattle Car and Foundry Co.'s Trucks Are Made for Pacific Coast Conditions.=

=Over 7000 in Actual Use.=

=Write to Those Who Have Tried Them.=]

LAKE WHATCOM LOGGING CO.

BELLINGHAM, WASHINGTON.

REFER TO OUR FILE NO

Mr. O. D. Colvin,
Vice Pres. & Mgr. Seattle Car Mfg. Co.,
Alaska Bldg.,
Seattle, Wash.

Dear Sir

Your Hercules logging trucks are the best car for heavy logging
that I have seen and we are now buying no other. My experience
dates back twenty-five years and I am familiar with the old N.P.
trucks and G.N. trucks which when put out in '93 were the best
trucks made, and also the trucks manufactured in Tacoma, Seattle
and by ourselves. We have had them all more or less in our trains
for the last ten years and have opportunities to observe them under
all classes of service. We have had less repairs and less trouble
on account of hot boxes with your cars than any others. Our cars
are all equipped with the Knight chock block which we find very
effective and safe.

Yours truly,
LAKE WHATCOM LOGGING COMPANY.
~J J Donovan~
JJD/FMB.

This letter is a good example of what practical loggers think of
Seattle Car & Foundry Co. trucks and bunks.

[Sidenote: _CODE
"Scochief"
Number 97_]

=Our 1914 Truck=

"Skookum Chief"

(100,000 POUNDS CAPACITY. STRONGEST LOGGING TRUCK EVER BUILT.)

The Skookum Chief, One-Piece Cast Steel Truck Frame is a radical departure from the old and well known designs and is a distinct step forward. The cast steel frame in locomotive tender construction and passenger car trucks has been widely used and is in favor. The use of cast steel has many advantages. The most economic distribution of metal is made possible, and greatest strength with least weight is the result. In a built-up frame there is always some weak point which is usually where the parts are bolted together. Bolts become loose and nuts are lost. A comparison of the Skookum Chief with any other truck cannot fail to show clearly its advantages in this respect. The Side Frame, End Frame, Draft Beams and Bolster being in ONE PIECE eliminates possibility of weakness where these parts are usually joined by bolts, and the sections of the various parts are so well proportioned that nothing short of a serious wreck could cause failure. The repairman would be almost unnecessary and the Truck would always be in commission, making it possible to handle the business of a camp with one or two sets of trucks less.

Equipment of Skookum Chief

Bunks--Hercules Cast Steel, either 9 or 10 feet.

Chocks--"Knight," "McLafferty," or "Skookum"

Wheels--33 inch Chilled Cast Iron.

Axles--Steel with 5 × 9 Journals.

Couplers--Automatic with bottom unlocking lever.

Brakes--Either Inside or Outside Hung Beams with Hand Wheel at side.

Capacity--The capacity of this truck is limited only by the axles.
The frame will carry a 50% overload.

[Sidenote: _CODE
"Herksteel"
Number 127_]

=Equipped with Knight Patent Chock Block and Cast Steel Bolster=

Hercules Logging Truck

A STEEL TRUCK OF 80,000 CAPACITY THAT HAS CARRIED 120,000 SAFELY

This is a steel frame truck, with cast steel bolster and bunk brace, and is here shown with structural bunk, but may be equipped with cast steel bunk of either the Hercules, McLafferty or Skookum patent, and also with steel draft beams, making an all steel truck.

33-inch Chilled Cast Iron Wheels and Steel Axles, with 4½ × 8 inch
Journals. Height from rail to center of Drawbar, 25½ inches, and
to top of Bunk, 40½ inches. Length over Draft Beams, 9 feet, 6
inches.

Automatic Couplers with Bottom Unlocking Attachments. Brake Shoes
applied to all Wheels, with hand wheel at side or hand lever at
end. Weight, approximately 18,000 pounds per set.

[Sidenote: _CODE
"Hercules"
Number 122_]

=Equipped with Knight Patent Chock Block=

Hercules Logging Truck

(MADE IN ANY CAPACITY FROM 40,000 TO 70,000 LBS. PER SET OF TRUCKS)

Designed for heavy service and has proved its efficiency in handling the long, heavy timbers of the Northwest.

Our Standard Class A Truck Number 122, as shown in cut, is equipped
with Hercules Patent Bunk, 9 feet long, and Knight Patent Chock
Block. At purchaser's option can furnish our Patent Cast Steel
Bunk, in either 9 or 10-foot lengths, of Hercules, McLafferty or
Skookum Patent.

33-inch Chilled Cast Iron Wheels and Axles with 4½ × 8-inch
Journals. 28 or 24-inch wheels are optional.

Height from Rail to center of Drawbar, 2 feet, 1½ inches. Height
from top of Rail to top of Bunk, 3 feet, 4½ inches. Length over
Couplers, 12 feet.

Automatic Couplers with Side-Unlocking Lever and M. C. B. Standard
Draft Spring. Cast Iron Link and Pin Drawbar can be substituted.

Brake Shoes applied to all wheels with hand wheels at side or hand
lever at end.

Truck Frame is the Rigid Diamond Arch Bar type with Steel Channel
Spring Plank.

Bolsters of Red Fir heavily trussed.

Weight approximately 17,000 pounds per set.

The above Bunk and Chock Blocks are covered by U. S. and Canadian Patents and are manufactured exclusively by Seattle Car & Foundry Co., Seattle, U. S. A.

[Sidenote: _CODE
"English"_]

=To Couple with Standard Railway Equipment=

High Hercules Logging Truck

Designed to Couple with Standard Railway Equipment. Two feet, ten inches from Rail to center of Coupler.

MADE IN CAPACITY OF 70,000 LBS. PER SET OF TRUCKS

This cut shows our Class G-2 Truck, No. 125, which is equipped with Hercules Patent Bunk 9 feet long and Knight Patent Chock Block.

33-inch Chilled Cast Iron Wheels and Axles with 4½ × 8 inch
Journals.

Height from top of Rail to top of Bunk, 4 feet.

Automatic Couplers with Side Unlocking Lever and M. C. B. Standard
Draft Springs.

Brake Shoes applied to all wheels with hand wheel at side or lever
at end.

Truck Frame is the Rigid Diamond Arch Bar Type with Springs under
Bolster and Steel Channel Spring Plank.

Extra heavy Bolster of Red Fir, heavily trussed.

Special Equipment may be same as our Class A-2 Hercules Truck.

Length over all, 12 feet, 0 inches. Weight approximately 18,000
pounds per set.

HERCULES LOGGING TRUCK

List of Parts

=Castings--=

1 JOURNAL BOX
2 JOURNAL BOX COVER
3 JOURNAL BRASS BEARINGS
4 JOURNAL BOX WEDGE
5 BOLSTER COLUMNS
6 COLUMN GUIDE
7 BOLSTER BOTTOM CENTER PLATE
8 BOLSTER TOP CENTER PLATE
9 INSIDE BOTTOM SIDE BEARING
10 OUTSIDE BOTTOM SIDE BEARING
11 TOP SIDE BEARING
12 CAST IRON CHOCK BLOCK
13 BUNK BRACE
14 DRAW BAR
15 DRAFT LUGS
16 D B CHAFING IRONS
17 BRAKE HEADS
18 BRAKE SHOES
19 BRAKE WHEEL
20 BRAKE RATCHET
21 BRAKE DRUM & RATCHET (for Hickey Brake)
22 BRAKE PAWL
23 BRAKE PAWL (for Hickey Brake)
24 INSIDE BRAKE STAFF BEARING
25 OUTSIDE BRAKE STAFF BEARING
26 BRAKE BEAM FULCRUM
27 JAW FOR BOTTOM CONN. ROD (2 hole)
28 JAW FOR BOTTOM CONN. ROD (1 hole)

=FORGINGS--=

29 TOP ARCH BAR
30 BOTTOM ARCH BAR
31 TIE BAR
32 SPRING PLANK
33 TOP END BAR
34 BOTTOM END BAR
35 HEEL BRACE
36 FRAME CORNER GUSSET
37 BOLSTER TRUSS ROD
38 BOLSTER TRUSS ROD WASHER
39 BOLSTER TRUSS ROD SADDLE
40 BOLSTER END BAND
41 BRAKE HANGER
42 BRAKE HANGER CLIP
43 BRAKE BEAM SAFETY HANGER
44 BRAKE BEAM WASHER PLATE
45 BRAKE BEAM END BAND
46 BRAKE SHOE KEY
47 BRAKE LIVE LEVER
48 BRAKE DEAD LEVER
49 DEAD LEVER STOP
50 BOTTOM CONNECTION ROD
51 HAND CONNECTION
52 HAND CONNECTION CHAIN
53 CONNECTION PINS
54 BRAKE STAFF
55 HICKEY BRAKE HANDLE
56 CENTER PIN
57 CENTER PIN KEY
58 TOP MEMBER OF I-BEAM BUNK
59 BOTTOM MEMBER OF I-BEAM BUNK
60 KNIGHT CHOCK BLOCK
61 KNIGHT CHOCK BLOCK CHAIN
62 CAST IRON CHOCK CHAIN
63 CAST CHOCK CHAIN U BOLT
64 GRAB HOOK
65 GRAB HOOK CHAIN
67 GRAB HOOK CHAIN EYE BOLT
68 BUNK STOP CHAIN
69 BUNK STOP U-BOLT
70 BUNK STOP U-RIVET
71 BUNK BRACE ANCHOR
72 BUNK BRACE CHAIN
73 FOLLOWER PLATE
74 FOLLOWER GUIDE
75 DRAFT TIMBER TIE PLATE
76 TAIL PIN
77 TAIL PIN KEY
78 COUPLING PIN
79 COUPLING LINK
80 CARRY IRON
81 CARRY IRON & BRAKE STEP (for Hickey Brake)
82 STRIKING PLATE

=SPECIALTIES--=

83 TRUCK WHEELS
84 AXLES
85 TRUCK SPRING
86 DRAFT SPRING

=LUMBER--=

87 BOLSTER
88 DRAFT TIMBER
89 BRAKE BEAM

[Sidenote: _CODE
"A.Y.P."_]

=Brakebeams, Inside or Outside Hung, Optional with Purchaser=

All-Steel "Snohomish" Type Logging Truck

(100,000 POUNDS CAPACITY)

To meet the demand for Trucks of heavier capacity, we are building All-Steel Trucks, which are fully illustrated in the cuts. This design is the result of a careful study of the prevailing practice in the large and up-to-date camps of the Northwest, with the aim of combining simplicity and strength with a minimum dead load. This Truck has been altered slightly to include all the latest improvements in logging truck construction, and was awarded the Grand Prize at the A. Y. P. Exposition.

Wheels, 33-inch Chilled Cast Iron, fitted on M. C. B. Standard
Axles with 9 × 5-inch Journals. Automatic Couplers and
Twin-Spring Draft Gear with M. C. B. Double-Coil Draft Spring.
If desired, Link and Pin Drawbars can be substituted, as our
pattern is interchangeable with Automatic Coupler. Journal Boxes
are M. C. B. Standard. Bolster Steel Channels reinforced with
Steel Cover Plates top and bottom. Draft Sills Steel Channels
with Malleable Iron Draft Lugs riveted to same. Bolster and Draft
Sills are securely tied together and braced with Steel Plates.
Truck Frame of extra heavy Iron Bars, braced at corners with
Gusset Plates, making it impossible for the frame to get out of
square. Bunks, Hercules Patent with Knight Patent Chock. Bunks
are equipped with metal brace as shown in illustration. Castings
are of either Steel or Malleable Iron. Brake Shoes are applied
to all Wheels and Brake Beams, either inside or outside hung, at
purchaser's option. Brake Shaft can be furnished to operate with
lever at end or wheel at side. Weight of 100,000-pound capacity
Truck, 22,000 pounds. Weight of 80,000-pound capacity Truck,
20,000 pounds. Height to center of Coupler, 2 feet, 6 in., or 2
feet, 9 in. Length over Draft Sills, 9 ft. Length over all, 12 ft.

[Sidenote: _CODE "Snohomish" Number 124_]

=With Steel Bolster and Double I-Beam Hercules Bunk=

"Snohomish" Logging Truck

This illustrates our 80,000-pound capacity Snohomish Truck, with all Metal Frame and Bolster, but with Fir Draft Timbers. This truck is designed to couple with standard equipment, with a height of 2 feet, 10 inches to center of coupler and 4 feet, 0 inches to top of bunk. The Bolster is built up of two heavy Steel Channels reinforced with steel cover plates top and bottom securely riveted to channels. The Truck is equipped with Hercules Bunk and Knight Chock and is also fitted with Metal Bunk Brace.

The same general remarks apply to this truck as to Snohomish Truck No. 123. The frame is of heavy iron bars and the fir draft timbers have a sectional area of 144 square inches, which offers great resistance to buffing shocks.

Weight per set trucks, of 20,400 pounds.

[Sidenote: _CODE
"Snohomish"
Number 123_]

=Without Chock Blocks=

"Snohomish" Logging Truck

This truck is especially adapted to use on Logging Railroads, where an uneven track demands a flexible running gear and an extremely strong frame. These requirements are carried out in this design by placing the springs over the Journal Boxes and making the frame of extra heavy Iron Bars. The simplicity of the design also appeals to the operators, making it necessary to carry but few extra parts for repairs.

Bunk shown is made of straight grain Red Fir, reinforced with
special heavy 12-inch I-Beam closely fitted on timber, but we
recommend our Hercules Patent Bunk equipped with Knight Patent
Chock, McLafferty Stake or Skookum Chock.

Either Automatic Couplers or Link and Pin Drawbars may be used, as
our Link and Pin Drawbar is designed to be interchangeable with
Automatic Coupler, the change being easily made at any time.
Bolsters extra heavy Red Fir, strongly trussed. Draft Timbers,
Red Fir. Draft Gear M. C. B. Standard with M. C. B. double coil
Draft Springs. Truck springs, 70,000 lbs. capacity, heavy double
coil.

Wheels 33-inch Chilled Cast Iron fitted on M. C. B. Axles with 4½ ×
8 inch Journals. Cast Iron Journal Boxes with self-closing lids.
Cast Iron Columns of heavy pattern. Brake Shoes applied to all
wheels with hand wheel at side. Any style of Brake Shaft can be
furnished.

When required the Truck is decked over between wheels and draft
timbers and extending from end to end.

Length over all, 12 feet. Weight approximately, 18,000 pounds per
set.

_SNOHOMISH LOGGING TRUCK_

List of Parts

=CASTINGS--=

1 JOURNAL BEARING
2 JOURNAL BOX
3 JOURNAL BOX WEDGE
4 JOURNAL BOX COVER
5 COLUMNS
6 SPRING CAP
7 TOP CENTER PLATE
8 BOTTOM CENTER PLATE
9 OUTSIDE BOTTOM SIDE BEARING
10 INSIDE BOTTOM SIDE BEARING
11 OUTSIDE TOP SIDE BEARING
12 INSIDE TOP SIDE BEARING
13 CAST IRON CHOCK BLOCK
14 BUNK BRACE
15 COUPLER
16 DRAFT LUGS
17 CHAFING IRONS
18 ARCH BAR FILLERS
19 BRAKE SHOES
20 BRAKE HEADS
21 BRAKE WHEEL
22 BRAKE RATCHET
23 BRAKE PAWL
24 OUTSIDE BRAKE STAFF BEARING
25 INSIDE BRAKE STAFF BEARING
26 BRAKE BEAM FULCRUM
27 BOTTOM CONN. JAW
28 HAND CONN. JAW

=FORGINGS--=

29 TOP ARCH BAR
30 BOTTOM ARCH BAR
31 TIE BAR
32 TOP END BAR
33 BOTTOM END BAR
34 BOLSTER TRUSS ROD
35 BOLSTER TRUSS ROD SADDLE
36 BOLSTER BEARING PLATE
37 BRAKE HANGER
38 BRAKE HANGER CLIP
39 BRAKE BEAM SAFETY HANGER
40 BRAKE BEAM WASHER PLATE
41 BRAKE BEAM END BAND
42 BRAKE LIVE LEVER
43 BRAKE DEAD LEVER
44 DEAD LEVER STOP
45 BOTTOM CONNECTION ROD
46 HAND CONNECTION ROD
47 HAND CONNECTION CHAIN
48 BRAKE STAFF
49 CONNECTION PIN
50 CENTER PIN
51 CENTER PIN KEY
52 BRAKE SHOE KEY
53 DRAFT YOKE
54 FOLLOWER PLATE
55 FOLLOWER GUIDE
56 CARRY IRON
57 STRIKING PLATE
58 UNCOUPLING LEVER
59 UNCOUPLING LEVER BRACKET
60 BUNK STOP CHAIN
61 BUNK STOP U-BOLT
62 BOTTOM MEMBER OF BUNK
63 TOP MEMBER OF BUNK
64 KNIGHT CHOCK
65 KNIGHT CHOCK CHAIN
66 CAST CHOCK CHAIN
67 CAST CHOCK CHAIN U-BOLT
68 GRAB HOOK
69 GRAB HOOK CHAIN
70 GRAB HOOK EYEBOLT

=SPECIALTIES--=

71 WHEELS
72 AXLES
73 PEDESTAL SPRING
74 DRAFT SPRING

=LUMBER--=

75 BOLSTER
76 DRAFT TIMBER
77 BRAKE BEAMS
78 DUST GUARDS

[Sidenote: _CODE
"Columbia"
Number 122a_]

=With Cast Steel Pedestals=

"Columbia" Logging Truck

THE NEW COLUMBIA, CAPACITY 80,000 PER SET

This Wood Frame Truck has been improved by the substitution of Cast Steel Pedestals in place of Cast Iron, and has eliminated the possibility of failure in this part, which has heretofore been the weak spot in this type of Logging Truck.

Automatic Couplers and Standard Draft Springs have also been
applied, and this together with the Cast Steel Bunk places this
truck easily in the lead of all wood frame trucks.

28-inch Chilled Cast Iron wheels are used to keep a low center of
gravity which is quite essential.

Steel Axles with 4½ × 8 Journals.

Brake Shoes applied to all wheels with hand wheels at side or hand
lever at end.

Any type of Bunk and Chock made by us may be used on this truck.

[Sidenote: _CODE
"Columbia"
Number 122_]

=With Hercules Bunk and Knight Chock=

"Columbia" Logging Truck

CAPACITY 40,000, 60,000, 70,000 or 80,000 POUNDS

This design is adapted to camps where repairs to wood frames are more readily made than forged parts, there being few forgings used. All timber used in the construction of these trucks is straight-grain Red Fir.

Wheels, 24, 28 or 33-inch Cast Iron, Double Plate Chilled Tread.

Axles, Steel with M. C. B. Standard Journals.

Heavy Cast Iron Pedestals with Double Coil Pedestal Springs.

Oil Boxes fitted with either Hewitt Self-Closing or M. C. B. top
hung lids.

Hand Brake with Wood Brake Beams.

Couplers, Cast Iron Link and Pin. Spring Drawbar one end and Solid
Drawbar at other end.

Equipped with our Hercules Patent Steel Bunk and Knight Patent
Chock, McLafferty Stake or Skookum Chock.

Weight in 70,000-pounds capacity, approximately 16,000 lbs. per
set. Height, 2 feet, 6½ inches to center of Draw Bar, with
28-inch wheels. Height, 3 feet, 11 inches to Top of Bunk.

[Sidenote: _CODE
"Rainier"
Number 201_]

="Rainier" Logging Truck=

=Capacity 100,000 Pounds=

"Rainier" Logging Truck

We are the first builders of Logging Equipment to depart from the practice of the last twenty years and produce a Logging Truck designed along practical and economic lines. Modern railroading has developed the "Cast Steel" Engine Frame, Tender Frame and Passenger Truck Frame. Wherever safety is required together with lightness and durability, Cast Steel has been introduced.

Following this modern plan we have constructed the "Rainier" All Cast Steel Truck of eight pieces where ordinarily several hundred are used.

Each Side Frame is in one piece taking the place of Top Arch Bar, Inverted Arch Bar, Tie Bar, Heel Brace, Truck Columns, and the many Bolts used to hold these parts together.

Each End Frame is in one piece taking the place of Top End Bar, Bottom End Bar, Striking Plate, Carry Iron, Corner Gussets, Brake Staff Brackets, and the numerous Bolts necessary to tie these parts together.

The Draft Beams are each in one piece, taking the place of Draft Timber, Draft Lugs, and the Bolts required to anchor them.

The use of Cast Steel permits of the most economic distribution of the metal, and the "Rainier" Truck is an example of what can be accomplished.

The Bolster and Bunk are similar to those used in the Hercules Trucks.

Springs are located under the Bolster to absorb shocks which would otherwise be transferred directly to the Truck Frame. The Springs over the Journal Boxes provide additional protection from shocks and also permit the wheels to hold the rails on an uneven track or at low joints.

Brake Beams are hung between the wheels and kept high enough to protect them in case of derailment.

The equipment includes Automatic Couplers to Couple with Standard Equipment, 33 inches above rail, and 33 inch Chilled Cast Iron Wheels fitted on Steel Axles with 5 × 9 inch Journals.

Journal Boxes are Malleable Iron. No Cast Iron is used with the exception of Brake Shoes.

The Center Bearing of the Bunk and Bolster is so constructed that the Bunk cannot turn over under load when train is started or stopped suddenly, as the Bunk cannot be removed from the Truck until it is turned parallel to the Draft Beams. The "Rainier" Truck stands for safety first.

[Sidenote: _CODE
"Rainier"
Number 340_]

=All-Steel Improved "Rainier" Truck=

=Capacity 100,000 lbs.=

The Seattle Car & Foundry Company]

All-Steel, Improved, "Rainier" Truck

This truck is similar to the one shown on the preceding page. It differs only in having the side frames cast in one piece, thus reducing the number of parts and increasing the strength of the truck, a practice originated by us, on logging trucks and which is being widely adapted by leading railroads on standard equipment.

This truck is designed for extreme conditions where the timber is very large and is taken out in long lengths and where load at times will total from 40 to 60 tons.

From the fact that Cast Steel is substituted for structural design the expense of repair parts is practically eliminated while the factor of safety is sufficient to meet all demands unless cars meet with a wreck.

Attention is called to the method of holding the bunk in place by means of a bunk bracket which clamps in position on the half turn. The bunk is prevented from slipping out of position by Bunk Stops which can be seen on the side frames.

This truck is designed for extreme strength and rigidity. It is certain to become one of our most popular types. Both structurally and in appearance it is a high-grade product.

[Sidenote: _CODE
"Redriver"
Number 500_]

=Quadruple Bunk Skeleton Logging Car=

=Capacity 80,000 lbs.=

The Seattle Car & Foundry Company]

"Red River" Type Skeleton Logging Car

Quadruple Bunks

80,000 CAPACITY. 40 FEET LONG. WEIGHT COMPLETELY EQUIPPED 12 TONS.

The efficiency of this car is a simple mathematical problem. Compare this 4-Bunk Car with a Flat Car with four bunks of the same capacity and note the saving. The percentage of dead weight to log capacity is 30% as compared to 36¼% for the flat car or a car cost per thousand feet logs of $78.50 as compared to $93.50 for flat car. This means a saving of 20% on the haul back of empty cars and nearly 20% in first cost.

Where a large percentage of logs from 12 to 20 feet are handled, this Quadruple Bunk car has a great advantage over any other type. The construction is such that the entire load can be carried safely on the two center Bunks. Logs in length from 12 to 41 feet can be carried with equal facility.

Details are as follows:

Westinghouse Air Brake, Automatic Couplers, Tandem Spring Draft Rig, Two Main Sills 10 × 10 in., forty feet.

The Bunks are arranged to dump the load on either side.

Two Side Sills 10 × 10 in. extending from Bolster to Bolster. Each Side Sill is trussed with two 1½ in. rods. Two intermediate bunks are located directly over cross ties. Bunks are 10 feet long equipped with Knight chocks.

Bolsters are built up of Structural and Cast Steel of ample capacity to carry load.

Trucks are Standard Arch Bar type with 4½ × 8 in. Journals. 33 inch chilled tread double-plate, Griffin wheels. Structural Steel Bolsters and spring plank. All metal Brake Beams inside hung.

This car is equipped with all necessary steps and handles and meets the requirements of the Inter-State Commerce Commission and the U. S. safety appliance laws.

[Sidenote: _CODE
"Craig"
Number 501_]

=Quadruple Bunk Skeleton Logging Car=

=Capacity 80,000 lbs.=

The Seattle Car & Foundry Company]

"Craig Mountain" Type Skeleton Logging Car

Quadruple Bunks

80,000 CAPACITY. 40 FEET LONG. WEIGHT FULLY EQUIPPED 12¼ TONS.

This car is similar in construction to the Red River Car shown on preceding page and differs only in two important details, the first point of difference being the Bunks. These Bunks are built up of Structural Steel and are equipped with trip stakes. The stakes are released or tripped from the safety side of car. The other difference is that there is a 10 × 10 in. center sill between the two main sills which extends from draft rig to draft rig.

Where short length logs are handled four bunks must be provided in order to permit of thirty and forty ton loads. This car meets these conditions perfectly. Small cars of twenty and twenty-five ton capacity are not heavy enough for economical and careful handling in heavy trains.

The same efficiency applies in the handling of logs as compared with standard flat cars as the percentage shown on opposite page.

For details see the description of the "Red River" car on the opposite page.

[Sidenote: _CODE
"Rabunk"
Number 341_]

=Cast Steel "Rainier" Bunk=

=With Non-Buckling Compression Bars=

"Rainier" Bunk

This is a Cast Steel Bunk equipped with Cast Steel Chocks held in upright position by means of a lock together with a locking bar extending to the opposite end of Bunk. This bar, instead of being in direct compression as is the case of other Bunks of this type, has the compression stress reduced two thirds by means of the lock. The chock when once tripped can not rebound into position and lock which is a frequent occurrence in certain Bunks now on the market.

=This bunk is absolutely Fool-Proof.=

* * * * *

The reduction of the strain on the compression rods completely eliminates all possibility of buckling or binding, while the positive locking device does away completely with all danger of bad spills from falling logs.

The "Rainier" Bunk is made of high grade Cast Steel and is a picture of massive strength. It is as positive in its operation and as simply perfect in its mechanical construction as the automatic coupler. It facilitates and expedites the handling of logs, assuring a saving of at least ten cents a thousand and eliminates all possibility of danger to the operator.

[Sidenote: _CODE
"Knight"
Number 102_]

BUNKS

Hercules Patent Double Eye Beam Logging Bunk and Knight Patent Chock

Can be applied to any type of Logging Truck or Flat Car. Indestructible in service. No repairs. Weight approximately 1300 lbs.

The Chock Block attachment is simple in construction, easily adjusted and quick and positive in operation.

When Chock Blocks are in position against logs and grab hook applied, the load is secure.

To unload, the grab hook is removed and the movement of the log slides chock block over end of bunk as illustrated in figure. The chock block on opposite end is readily adjusted to the position desired.

The men are never required to get on the unloading side of car. In flat car service the cost of all wooden stakes and blocks is eliminated, a saving alone in one year more than the cost of the Hercules Bunks.

Flat Cars can be unloaded in a fraction of the time, with absolutely no danger to employees, and the strain on car body reduced to a minimum, thereby increasing the life of the car.

When applied to flat cars a steel channel is substituted for the I-beam.

It is especially adapted for use on our Connected Trucks, and patents have been granted covering its application to this class of car.

This invention is thoroughly protected by patents in the United States and Canada and is manufactured exclusively by

=_Seattle Car & Foundry Company_=
SEATTLE, U. S. A.

[Sidenote: _CODE
"Hersteel"
Number 149_]

=Interchangeable with Hercules Double I-Beam Bunk=

"Hercules" Patent Cast Steel Logging Bunk

This illustrates one of the improvements in our Hercules Bunk, and some of the advantages are herein set forth.

Strength is more than doubled; there is no record of a failure of this Cast Steel Bunk.

Will not deflect under greatest load. Consequently there is always side bearing clearance, and danger of derailment from this cause is eliminated.

Ends are alike so that Chocks may be arranged to operate from either side.

Interchangeable with "Hercules" double I-Beam Bunk.

These Cast Steel Bunks are made for both Logging Trucks and Flat Cars. The weight of this Bunk for Logging Trucks in 9 foot length is 600 pounds each, and in 10 foot length is 675 pounds each. For Flat Cars the weight is 525 pounds each. This invention is protected by Patents in the United States and Canada, and is controlled by the

=_Seattle Car & Foundry Co._=
SEATTLE, U. S. A.

[Sidenote: _CODE
"Hersteel"
Number 104_]

=Hercules Bunk and Bolster=

=For 80,000 Pounds Capacity Trucks=

Cast Steel Bolster and Bunk

FOR HERCULES 80,000 POUNDS CAPACITY LOGGING TRUCK

The illustration shows the Cast Steel Bolster and Bunk, with which we equip our 80,000 pounds capacity Hercules Trucks, making practically an all steel truck, and when an all steel truck is required this is accomplished by the application of Steel Draft Sills. This Bolster and Bunk is designed with a great factor of safety and there is no record of a failure of this equipment in service. The Bunks or Bolster will not deflect, which means that there is always clearance between the side bearings which greatly reduces the danger of derailment on a curve.

This Bunk can be furnished in either 9 or 10 foot length. The weight of this Bolster with 9 foot Bunk is 1250 pounds, and with 10 foot Bunk is 1300 pounds.

[Sidenote: _CODE
"Skookum"
Number 105_]

=Our 1914 Bunk=

=For 80,000 Pounds Capacity Trucks=

Skookum Bunk

With Our Original Non-Collapsible Frame

(PATENTED)

This Bunk provides the desirable combination of a Cast Steel Body with a disappearing Chock secured by a _Tension_ Locking Bar. Practical experiment and engineering skill have developed this Bunk to provide "Safety First" in handling the minimum load as prescribed by the railways. Where an adjustable Chock is not required the "Skookum" will prove its superiority on account of its Cast Steel Body, which is similar to our well known Hercules Cast Steel Bunk. It has also the upward projecting flanges to prevent the shifting of the load, and the hollow channel for the protection of the locking mechanism. This type has been copied by designers of all modern Bunks since our first model was introduced five years ago, and this fact is evidence of the merit of the design.

The offset foot of the upright leg of the Chock resting upon the sloping floor of the Bunk makes it easily held in position but impossible to prevent its disappearing when released. Unlocking the Chock is simple and easy and there are no sliding surfaces to wear away. The locking bar is held by a center crank and locks on the dead center. The recess in the heel of the Chock engages the T-head of the locking bar and makes a positive lock. The Chock locks automatically when brought to position. The locking bar is provided with a take-up to provide a means of overcoming trouble incident to wear or stretch of the parts, and always maintain a perfect adjustment.

FLAT CAR DEPARTMENT

Years of experience on the Pacific Coast have taught us to meet conditions peculiar to this locality. Our low logging flats have become standard among the trade. Being located in the heart of the best timber producing section of this continent our opportunities for selecting the finest sills and decking are unsurpassed. Wherever flats can be used to advantage for any purpose, our designing and construction departments are at your service to render valuable suggestions and adaptations to your needs. Our repair and rebuilding departments being close at hand are available to increase the length of life and service of your flats.

O. & W. Standard Low Logging Flat Car

(80,000 POUNDS CAPACITY)

Equipped with "Skookum" Bunk

Length over End Sills 42 feet, 0 inches
Width over Side Sills 8 feet, 8 inches
Height from Rail to Top of Deck 3 feet, 6½ inches

This car is specially designed for heavy logging service with six Red Fir Sills and four 1½ inch Truss Rods. Body Bolsters, cast steel. Truck Bolsters, cast steel. Buffing Iron, cast steel. The truck frames are of cast steel instead of the usual arch bar type. Couplers are provided with a swinging carrier casting to allow side travel to the coupler and bring the coupler to the center by gravity. Uncoupling device is the Carmer patent. The car is equipped with Westinghouse air brake with hand brake staff arranged to stand vertically or drop to a horizontal position thus providing for projecting logs. The trucks are equipped with roller motion bolsters. Axles have M. C. B. 5 × 9 inch journals and 33 inch chilled cast iron wheels. Inside hung metal brake beams, malleable iron journal boxes. End Sills are of Oak.

This car is equipped with our new "Skookum Bunk."

Weight, 28,900 pounds.

[Sidenote: _CODE
"OWRN"
Number 131_]

[Sidenote: _CODE
"Milwaukee"
Number 130_]

="Tacoma Eastern Type"=

=80,000 Pounds Capacity=

Milwaukee Standard Low Logging Flat (80,000 POUNDS CAPACITY)

Gauge 4 feet, 8½ inches
Length over End Sills 42 feet, 0 inches
Width over Side Sills 8 feet, 6 inches
Height from Rail to top of Deck, 3 feet, 10 inches
Standard Height Coupler 2 feet, 10½ inches

This car was designed by the Milwaukee R. R. to meet conditions in the Northwest and has become a recognized standard on this Railroad. Fir Sills and Decking are specified. Body Bolsters are built up of heavy steel plates and cast iron fillers. Truck Bolsters are structural steel of the Bettendorf type. The Truck Side Frames are cast steel Bettendorf patent with journal boxes, arch bars and columns cast integral. The Steel Axles have 5 × 9 inch journals and the wheels are 33 inch chilled cast iron. The Couplers are automatic and the draft gear tandem type.

Automatic Quick-Action Air Brake with Hand Brake Staff arranged to work either vertically or horizontally.

STANDARD FLAT CAR

LIST OF PARTS

=CASTINGS--=

Give pattern number where possible in addition to list number.

1 BODY BOLSTER
2 TRUCK BOLSTER
3 JOURNAL BOX
4 JOURNAL BEARING
5 JOURNAL BOX WEDGE
6 JOURNAL BOX COVER
7 COLUMNS
8 COUPLER
9 DRAFT LUG
10 CHAFING IRON
11 BRAKE SHOES
12 BRAKE WHEEL
13 BRAKE RATCHET
14 BRAKE PAWL
15 OUTSIDE BRAKE PAWL
16 BRAKE STAFF REST
17 TRUSS ROD WASHER AND BRAKE STAFF REST
18 TRUSS ROD WASHERS
19 STAKE POCKETS
20 QUEEN POST
21 OUTSIDE SADDLE
22 INSIDE SADDLE
23 SIDE SILL POCKET
24 INTER-SILL POCKET

=AIR EQUIPMENT--=

25 AIR CYLINDER
26 AIR RESERVOIR
27 TRIPLE VALVE
28 UNION
29 STRAINER
30 CUT-OUT COCK
31 ANGLE COCK
32 AIR COUPLER AND HOSE
33 RELEASE VALVE
34 TRAIN PIPE "A" END
35 TRAIN PIPE "B" END
36 NIPPLE
37 RETAINER PIPE AND VALVE
38 CROSS-OVER PIPE

=FORGINGS--=

39 TOP ARCH BAR
40 BOTTOM ARCH BAR
41 TIE BAR
42 SPRING PLANK
43 TRUSS ROD
44 TRUSS ROD TURNBUCKLE
45 STEP
46 SIDE GRAB RAIL
47 END GRAB RAIL
48 CARRY IRON
49 STRIKING PLATE
50 FOLLOWER PLATE
51 DRAFT TIMBER PROTECTION PLATE
52 DEAD LEVER STOP BRACKET
53 DEAD LEVER STOP
54 DEAD LEVER
55 LIVE LEVER
56 FLOATING LEVER
57 FLOATING LEVER FULCRUM
58 FLOATING LEVER GUIDES
59 BRAKE STAFF
60 HAND BRAKE CONNECTION
61 HAND BRAKE CONNECTION PIN
62 CYLINDER LEVER
63 CYLINDER LEVER GUIDE
64 TOP CONNECTION
65 BOTTOM CONNECTION
66 CENTER CONNECTION
67 CYLINDER PUSH ROD
68 SAFETY HANGER
69 BRAKE BEAM HANGERS
70 CENTER PIN
71 CENTER PIN KEY
72 END SILL PROTECTION PLATE
73 TAIL STRAP
74 STAKE POCKET "U" BOLTS
75 BRAKE SHOE KEY
76 AIR PIPE CLIPS
77 CYLINDER BRACKETS

=LUMBER--=

78 SIDE SILL
79 CENTER SILL
80 INTER-SILL
81 END SILL
82 CROSS-TIE FILLERS
83 CROSS TIE
84 DRAFT TIMBERS
85 BUTTING TIMBERS
86 BUFFER BLOCKS
87 DEADWOOD
88 DECKING
89 DUST GUARDS
90 SPRING BLOCK
91 TURNBUCKLE LOCKS

=SPECIALTIES--=

92 WHEELS
93 AXLES
94 TRUCK SPRINGS
95 DRAFT SPRINGS
96 BRAKE STAFF BEARING
97 PUSH ROD JAW
98 BRAKE JAW

Standard Low-Logging Flat Car

(80,000 POUNDS CAPACITY)

Equipped with Hercules Patent Bunk and Knight Patent Chock

Gauge, 4 feet, 8½ inches. Length over End Sills, 41 or 42 feet.
Width over Side Sills, 8 feet, 6 inches. Height from Rail to Top
of Deck, 3 feet, 6 inches. Height from Rail to Top of Bunk, 4
feet. Height from Rail to Center of Coupler, 2 feet, 10½ inches.

This car is specially designed for heavy service, with extra heavy
Red Fir Sills and Decking, and strongly trussed.

End Sills are protected by Steel Plate on face.

Steel Body Bolsters specially designed for Low Logging Car.

Automatic Couplers with Side Unlocking Lever and Standard Draft
Gear, with either Tandem or Twin Springs.

Automatic Quick-Action Air Brake, with hand Brake arranged to work
either vertically or horizontally.

As shown in illustration, this car is equipped with Hercules Patent
Bunk and Knight Patent Chock, and consequently stake pockets are
not necessary, but when required, malleable iron pockets with
closed backs are furnished.

Rigid Diamond Arch Bar Trucks with Steel Spring Plank.

33-inch Chilled Cast Iron Wheels and Steel Axles with M. C. B.
5×9-inch Journals.

Malleable Iron Journal Boxes with Standard Lid and Wedge. Inside
hung all-metal Brake Beams.

Weight, with Bunks, 28,500 pounds.

U.S. Government Steel Underframe Flat Car

(CAPACITY 60,000 POUNDS)

Gauge 3 feet, 0 inches. Couplers Automatic.

Center Sills, Steel Channel, reinforced with "Fishbelly" Web and Angle Truss, forming a girder with two web members, the continuous Channel Draft Sill acting as top flange of girder. Side Sills Steel Channels carried at Bolsters and on Cross bearers.

The Bolsters and Cross Bearers are similar in construction, being built in between the Sills and formed of plate webs and auger flanges and top and bottom cover plates. End Sill is a Steel Channel. The Draft Beam is a Steel Plate riveted to Center Sill and with Center Sill bottom flange angle extending through Bolster and continuing along bottom edge of Draft Beam.

The Draft Rig is the Singer Spring type with Malleable Iron Draft Castings riveted to Draft Beams.

Castings are of Steel and Malleable Iron. Stake Pockets are Pressed Steel.

The Deck is of Fir Plank. Brake Equipment is for Hand only with Brakes applied to all wheels.

The Trucks are a standard 60,000 pounds capacity truck, for 3 feet gauge with 24 inch wheels of Chilled Cast Iron, Steel Axles, Malleable Iron Journal Boxes, Standard Brass, Structural Steel Bolster, Metal Brake Beams, supported from Malleable Iron Columns. This car was furnished the U. S. Naval Station at Pearl Harbor, Hawaii.

U. S. Government Wood Frame Flat Car

(CAPACITY 40,000 POUNDS)

Gauge 4 feet, 8½ inches. Length 30 feet, 0 inches. Width 8 feet, 6 inches.

Metal Bolsters, Standard Draft Gear, Diamond Arch Bar Trucks, 24 inch Chilled Cast Iron Wheels, Steel Axles, Channel Spring Plank and Standard Springs.

[Sidenote: _CODE
"Govt."
Number 110_]

=Wood Frame Flat Car=

=Capacity 40,000 Pounds=

[Sidenote: _CODE
"Oregon"
Number 111_]

=36-Foot Standard Flat Car=

=30 Tons Capacity=

[Sidenote: _CODE
"British"
Number 140_]

=41-Foot Standard Flat Car=

=30 Tons Capacity Equipped with Hercules Bunks=

[Sidenote: _CODE
"Hiphigh"
Number 141_]

=Hip High Skeleton Flat=

=5 Tons Capacity=

For detailed description see page 35

[Sidenote: _CODE
"Oregon"_]

36-Foot Standard Flat Car

Capacity 30 Tons

Gauge, 4 feet, 8½ inches. Length over End Sills, 36 feet. Width over Side Sills, 8 feet, 6 inches. Height from Rail to center of Coupler, 2 feet, 10½ inches. Height from Rail to top of Deck, 4 feet, 1 inch.

Sills and Decking, Red Fir.

Draft Timbers, Red Fir reinforced with Steel Plate extending full depth of Center Sill and Draft Timber.

Automatic Couplers and Twin Spring Draft Rig fitted with M.C.B. Draft Springs.

Westinghouse Automatic Air Brake with Hand Brake arranged to operate either vertically or horizontally.

Malleable Iron Stake Pockets with Closed Backs.

Cast Steel Body Bolster.

Trucks, Rigid Diamond Arch Bar Type.

Metal Truck Bolster built of Steel I-Beams and Cover Plates.

Steel Channel Spring Plank.

Malleable Iron Columns with Bracket to support Brake Beams.

Inside Hung Metal Brake Beams.

Wheels, 33-inch Chilled Cast Iron.

Steel Axles with 4¼ × 8 inch Journals.

Malleable Iron Journal Boxes.

[Sidenote: _CODE
"British"_]

41-Foot Standard Flat Car

Capacity 30 Tons

Gauge, 4 feet, 8½ inches. Length over End Sills, 41 feet. Width over Side Sills, 8 feet, 6 inches. Height from Rail to center of Coupler, 2 feet, 10½ inches. Height from Rail to top of Deck, 4 feet, 1 inch.

4 Truss Rods, 1⅜ inches round.

Sills and Decking, Red Fir.

Draft Timbers, Fir reinforced with Steel Plate full depth of Center Sill and Draft Timber.

Automatic Couplers and Twin Spring Draft Rig fitted with M.C.B. Standard Draft Springs.

Westinghouse Automatic Air Brake, with Hand Brake Shaft arranged to operate vertically or horizontally.

Malleable Iron Stake Pockets with Closed Back.

Metal Body Bolster.

Hercules Logging Bunks equipped with Knight Chock Blocks.

Truck, Rigid Diamond Arch Bar Type.

Metal Truck Bolsters with Special Long Slide Bearings for sharp curves.

Steel Channel Spring Plank.

Malleable Iron Columns with Bracket to support Brake Beams.

Inside Hung Metal Brake Beams.

Wheels, 33-inch Chilled Cast Iron.

Steel Axles with 4¼ × 8 inch Journals.

Malleable Iron Journal Boxes.

Shingle Bolt Car

(HIP HIGH FLAT 5 TON CAPACITY)

Length, 24 feet. Width, 8 feet. Six Sills. No Decking. Stake Pockets on End Sill. Trucks, Pedestal type with Springs over Journal Boxes. Hand Brakes applied to one Truck. Wheels, 20 inch Chilled Cast Iron, Spoke Wheels mounted on Iron Axles with 2 inch × 4 inch Journals. Wood Bolsters. This car is intended to carry four cord of Shingle Bolts.

[Sidenote: _CODE
"Yosemite"_]

=Yosemite Flat Car=

=With Steel Frame and Reinforced Bulkheads=

Yosemite Grade Destroyer

Yosemite Valley Railway Standard Logging Car

(60,000 POUNDS CAPACITY)

Equipped with Hercules Bunks and Knight Chocks

This car was specially designed for the Yosemite Valley Lumber Co. to operate on an incline 8,000 feet long, with a maximum grade of 78%, the rise in feet from the foot of the incline to the top being 3,100 feet, the incline being in a vertical plane, but following the general slope of the mountain side and changing from one slope to another. The cars are let down the incline by means of 1½ in. wire rope, attached to a donkey engine.

Comments

Seattle Car & Foundry Company, Catalogue No. 3, December, 1913Chapter I: Part 1

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