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DESIGN OF A LIGHT-WHOM

AUTOMOBEL! CARRYING
FRIIOHT CAR

The!!! for the Dom. of I. S.
MtcumAN STATE coma!

John 8. Stevens, Jr.
' ' 1948

-~ooo—_.,

 

 

.- .
- -' -..... -._

Design of a Lipht—keight

Automobile Gerrying Freight Car

11 Theeiiz Swimmitted 1K)
The Faculty of
Michigan State College

of

(‘0

Aaricvlture and Applied ocience

By
John B. Stevens, Jr.

Cenéiéste for the Degree of

Bachelor of Science

farch 1948

THESlS

 

l'

”a '. .‘ ..
[MM-u

L \\\\\\‘s

Acknowledeenents

To Professor C. L. Allen and Mr. L. V. thhstine, of
Civil Engineering at Hichigan State College, those help
and interest has made this thesis possible. Also to Mr.
V. L. Green, Mechanical Engineer of the Chicago, Milwau-
kee, St. Paul and Pacific railroad, and Mr. T. M. Cannon,
chief Engineer of Mount Vernon Car Annufacturine Company,

who provided valuable infornatich.

5201399

Dedication

 

To people, like nyself, vho really get a thrill

out of vatching a train go by.

Probably the most neglected subject by student engi-
neers, here at Nichigen State College, is our greetest
nesns of goods transportation, the Reilrords.

In past years, railroading vas that aviation is to-
dey; the top interest to nest young Ken as fer as a red-

iun of travel.

J

*1

cilroete nsde great strides in inprcvenent until
the first torld Yer. Since tiet tine, they have done
little research or advancement until the end of the last
war when rest of their equipment had gone beyond the
maintenance point end rust be replaced.

In viev of this fact, I have chosen this thesis
title, "A Light Weight nutcrohile Ctrr3ing Freight Car."
I chose to design this car due to the sdvsntsges this
vculd hrve for the industry as a vhole.

Railroeds are in their infancy as far as their de-
velrprent. They are being forced to ccnpete yith var-
ious nodes of transportation and shipping. When they
drove the stsgecoach fron the road, they had a nonopoly
on lend transportation until the automobile cane into
existence. During this period, they had no reason to
purchase net equipment except to enlarge their business
and profits. Then, in the tventies, trucking companies
began to infringe on their traffic, and in the Depression

of 19?? through 1934, nany roads changed hands and failed.

Through the later thirties, up until the last war, the
railroads vere feeling the latest pinch of competition.
This use the airplane, and it vas, in most pert, being
used as a passenger carrier. new, hotever, the air-
plane has also conuenced to carry freight and their
speed, vhich means tine saving to the producer as vell
as the consurer, is only the beginning of infringenent
of air transportation on the revenue of the railroads.

Railroads can beat the competition if they are mill-
ing to give services to the traveller and the shipper
that ere eaual or better than other methods of transpor-
tation. Erny of the new passenger trains have improved
their comfort and cleanliness and have instituted many
new services to make travelling by train the most con-
venient. movies, excellent diners, and playrooms for
children are some of the inducements now available on'
a.fev of the nev streamliners; yet, they have rore things
to do that will help put the railroads ahead.

The main thing to improve upon at present is speed.
During.the last twenty to thirty years, little advance-
nent in speed nes taken place. Trains in 1920 were
travelling at approximately sixty miles an hour; today,
the streenliners average about fifty-five to sirty-five
miles an hour. Little or no change whatsoever has taken
place.

To increase their speed, there is the need for rail

improverent; the use of heavier rail, straighter and eas-
ier curves, and more gentle grades. All of these are
slowly being done on the major roads. Before the war, I
read an article stating that it would take one hundred
thousand men, vorking five eight hour days for twenty
years, to bring the standard of all railroads up to the
present nost advanced system. That was before the war
vhen the trains vere not being run around the clock se-
ven days a meek as they have been doing for the last
eight years.

With the track and roadbed improvenent designed for
travel at one hundred and fifty miles an hour, the trd.ns
could actually conpete vith air travel and shipping, and
outnode a great deal of the long distance trucking.

The biggest asset a railroad has is convenience. It
has, vith little eyception, its stations in the heart
of the cities because railroads have been the main seals
of transportation since our country began to enlarge.
Airports are usually ten to tventy miles fron the city
and an hour is lost on both ends of a trip. Travelling
by air is also more expensive. Short hops by air are not
economical to operate, and the present day railroads can
easily conpete vitnin a radius of three hundred miles.

If trains were travelling at 150 niles per hour,
they could elininrte the airplane on short hauls becau-

se of the convenience, safety, and cost. Faster trains

need lighter cars, and along this line of thought, the
aluninur-fabricated cars have developed. Liahtness
means less dead load vhich is the rain item that rail-
roads are interested in at present. The lovering of
the dead load vould increase efficiency of the engine
and vould lover operation costs.

Railroad ten are, generally,keenly avare of the
fact that the average pay load in freight cars tends
to decrease steadily. If the pay load, the ancunt of
weight carried as paying freight is going to continue
to decrease, the veight of the dead load till also
have to decrease accordingly.

Car loads have decreased as follovs:

29.3 tons per car in 1920
25.6 tons per car in 1933
27.1 tons per car in l937
20.1 tons per car in 1946

This decrease can only nean that sore radical de-
sign changes must be forthcoming and that they are com-
ing soon.

In general, cars that are in service today are nade
of 16, 000 pound steel. This is 10v strength steel as
conpared with the steels of today. During the last var,
the steel industry was called upon to develops steels
that vould vithstand as such as 150,000 pounds per square

inch; hovever, at this time, the cost of this chrone steel

CT!

is ncuh too erpen ire to even consider for freight car
construction.

Ihe steel industry has developed a net high streng-
th end corrosion resist 1t steel vith neny easy fabric-
ating properties and low cost. This steel is called
Mayari-R, and it has a nininun tensile strength of 70,000
pounds per Snuare inch and a yield point of 50,000 pounds
per Square inch with an endurance limit eouel to the
yield point. This res developed 1y the Bethlehem Steel
Conpany. In this design, it vill he used for the vain
undercarrizpe construction.

Lnother veight saving device is to veld the nenbers
together therely elininating the flrnges, laps, and the
rivet heads. By using the Unionrelt co tinucus, an auto-
netic process developed by Crfield Railroad Service Con-

pany, vou hpve numerous adventzras. The joint is strong-

y t

(

er than the parent plates vhich eliminates one of the
detrirental reasons thy velding has heor frcvned upon for
so many years. For many years, velders vhc were not
oualified to do uniform vork have held beck the use of
velding in railroad construction. Now, with the develop-
ment of machines to do the same vork, it is accepted
practice.

Another edvrntage of melding is the vater tightness
feature. This not only eliminates a lot of corrosion,

but it tends to lessen the chances of denage due to

to moisture getting to the merchandise inside the oer.
Railroads loose a greet deal of money due to tater da-
rege cvused by loose joints.

Still another is the advrntage of stresses being
distributed over a greeter are? eliminating the concen-
tration due to riveting.

Welding can be used on most eny thickness and sec-
tions of the panels can easily be removed and hand-melded
nev ones put in their place.

One thing rust be remembered in car construction,
as in any other work vhere repair and replacement is
necessary, and that is the ability to remove parts and
replace or repair with the minimum cost. Frequently this
is impossible and makes the vhole unit of no value or the
cost of replacemen so expensive that it would have been
cheaper to buy a nev unit.

The first all aluninum freight cars vere built in
1951, by the Canton Car Connnor and vere placed in ser-
vice in the aluninum industry in the middle vest. These
cars are nov sixteen years old and have shown no evid-
ence of wear or tear from service. However, there vas
some evidence of electrolytic corrosion between dissimilar
aluminum alloys vhioh was principrlly due to the use of
steel rivets. A great deal of research has been done on

aluminum freight cars by the Reynolds Car hanufacturing

Company.

For the design of freight cars, the engineer has a
number of alloys to choose from, but he is rsuelly in
doubt vhich alloy vill be best suited for a particular
pert of the car.

The alloys recommended for load carrying frsming
are, in the crder of preference; 17 S-T, R SEl-T, and
R SEl-W. Alloys 1? S-T and R Sdl-T have strength equal
to that of Open Hearth Steel, and should be used wherever
no severe offsetting or forming is required.

R eel-w is reccrrended for parts requiring severe
offsetting or forming. The strength of R selAW is about
one half of the strength of R Sfil-T or 17 S-T, end if
aluminum parts are designed to equal deflection of sim-
ilar steel parts, usually, the stresses vill be low enough
to use R ZEl-W. When the maximum strength is required,
then the formed shapes can be age hardened to R 361-T.

For outside sheething of cars, aluminum alloys that
are recomrended are, in the order of preference: R 301—T,
R EOI—W, R 301-0, R Sol-T, and R 361-0. Alloys in "T"
temper should not be sed for perts without severe bends
or flanges, end then only used when proper bend redii can
be used. For parts reouiring flenging and some forning,
"W" temper ellcys Should be used. For parts reouirine
severe forming combined vith drew, "0" temper, \hich is

in the annealed state, should be used. In all ceses, en

CO

aluminum service engineer should be consulted for infor-
mation as to the exact types of netel to use.

All this reduction of dead 109d leads to the main
purpose of this thesis. Thvt is that one of the services
thet is being oonpletley neglected by the railroads today
is the problen of yessenger trananItrtion after the train
destination hes been reached. In this complex life of

ours, it is necessary that a traveller,nnor reaching the
station nearest his destination to use public transporta-
tion to continue on his way. Frequently upon re ching
said station, it is necesssry to so neny rdditicnsl niles
1y bus or taxi. This inconvenience and expense could be
easily elinineted py transporting the automobile on the
save train with tne passenger. It is frcr this idea,
that this thesis hes grovn.

Eot altogether s nev idea to the world, I thought
I had hit upon an untried thing, butthe Hungsrien Fttiouel
Reilvsy hed a fev csrs converted to carry 3 Ctr in he hag-
gage car for the ssre purpose; hovever, n1 ides deals

with the carrying vI four eutcnobiles in one freight car.

i—lo

This car s designed to he .irply lcsded elininsting
layover tire thicn tends to raise the cost of shipping.

It is designed to Le‘ploced at the herd end of passenger
trains, directly behind the engine, so thrt ease in un-

loading can be utilized. Oh this ides, the end loading

system has come. Instefd of the conventional type of

side loading, the ends of the box oer o:n be tvo doors
that swing to em;“ side vhich elinin tee the need of
trrning dollys.

During the tar, the army used to transport all of
their larger eeuipnent on flat cars. This res done by
running then fro; one flat car to the next nerely by
placing planks betveen the decks of eech successive one.
This idea is incorporated in my car vith the addition of
e regular top end sides to conforv to the strnderd pess-
enger designs.

Side loading, or standard methods, are at this tine
the only eccerted nethcd in general use; hovever, the
end loading method has the advantage of driving right up
a ranp to the deck of the oer end right on vithout the
chance of danege through attenpting a treacherous turn.

Also along this line, the railroad vould need attern-
ents for end-loading to do the driving of the cers on and
off the train. With sideloading also, it is nearly in-
possible to use nore than the floor, but with the end
loading, tro decks are easily accessible because of the
ease of entry.

Similar tc the sutoheuler trailei, this car can
C'rry tto oers on each deck, slloving :rple roon for
each autoncbile. Sirule chenrels are used as ramps and
are easily carried with the freight csr. All of this

leads to savings for the r ilread hat can be passed

10

on to the traveller.

The cost of present freight car service, over a per-
iod of a year, is from one to five riles per ton per rile.
From this rate,vs can see that our car vill be sbcut
half as heavy as standard oars. For convenience, re use
one nil per tcn per mile. ihis vould Fan that the rail-
roads are doing the service for cost, vhich is inpractioal,
but ve can use this as an illustration.

A trip from Detroit, Michigzn, to Buffalo, Nev York,

1‘)

distance of 250 niles vill be us d as a corparison to

shov the difference betveen driving and the use of this

We are alloxing two tone for the stand:rd autono-
bile. The veight of the freight car is 30,000# and
16,000# or tventy-three tons total; therefore, the cost
to the railroad, to include the auto-carrier car in the
trsin, vould be five dollzrs and seventy-five cents($5.75).
If this were put in as a service to the passengers, it
vould be about one dollar and tventy cents($l.20).

From Highway Econonics, it is learned that you can
not operate an automobile for less than seven cents a
Nile. This includes all depreciation, cost of operation,
tares, and insurance. This vould Kean a cost of seventeen

dollars and fifty cents($l7.50). In comparison to the

11
;,L

cost of the cerrier cer, there vould be e saving cf ei1~
teen dollars end thirty cents($l6.30) vhich vomld be a
great encoursscnent to drivers to use the service offer»
ed by the trains.

Besides e sevinp in monetary values, there is the
safety valve 3 person gets by using rail trénsportetion.
Railroads heve been sited for their record of safety for
3' cars; .

All the facts presented are the reasons why this
idea helped to convince me that there is not only a need
for this car,bufi this service rcvld help increase passen-

ger traffic and lessen traffic accidents by lusting traf-

-

q

fic on the highveys. Zherscne vovld ce rcre relsped rp-

cn arriving at their destination becavse of the lack of

H

driving fatigue. BPSides these esscns, the financial
savings and tine savings would nore then rzke their pro-

ject vorth trging.

 

 

 

4Q'-6" AUTO-CARRYING FREIGHT CAR

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

e1 e e e1" es re @ e e e e 7% e e e e ‘e e t

METHOD OF PLACEMENT OF CARS

 

 

 

 

   

SPRIFIQTIOE

general 91112921029

Diotanoo o/o of Body Bel-torn 30'-10"
Height innido ll'-0"
Height of Door Opening 11'-0"
Height of Top or Rail to Cantor

of Couploro 2510+"
Total Height, top of Hall to Hoof 15'-OO"
Height. top of Boil to Floor 3'-7 3/4"
Length inside 4on6-
Length inside to inside Coupler Knuckle- 44' .40
Length ovor end .111: 40'-10"
Truck wheel)“. 5'-6"
'idth over side plate: 9'-10"
'idth innit. 9'-2'
Iidth over roof oavoo 9'-4 3/8”

gtogialg

All material. covered by LLB. upooiti'cotiono shall con-
form thereto.

The following alumina: alloys shall be used:

Outside ohoathing 3-3014
Shape. — _ 1'7 8-!

rollover Block: R «303-!
Rivets 15.17 8-1‘

Plates R-SOl-c 8c 11-301-:

 

 

‘3

W

Tho nunbcr. diumionc, locations, and armor of
application to be in accordanco with tho Intorotato

Commerce Commiacion crdcra and A.A.R. roquircnonta.

Holdings
All wolding to bo automatic by tho OxWold Railroad

8on1 cc Company prccoac.

Center Sillog
Two 12 7/8' - 31.3} 36.000 poi Stool standard ccntor

aill occtiono. opaccd 12 7/8" apart. cxtonding full
longth of the car from ctrikor to otrikor. weldod.

81g; Billos
Aluminu- angloo o“ 33*" x 5/16“ - 3.49! alloy 17‘ 8-1'.
oxtcnding-fnll length of tho car and roinforcod at
bolotcr with i" channel chapcd hont atocl plate.

m Bill»
o" 13*": 5/16“ - 3.4%} alloy 17 8-! aluminu-
angloo oxtcnding full width of tho car and woldcd
to center oill.

 

......r.......fl....u,...J - . ....£1.1«~
t.

 

 

 

aclsurs:
Built up typo of alloy stool platos. Top and Bot-

tcl pans 5/16” alloy stool with odgoo Joined by
continious wold and sscursd to contsr sill by wold- .

' ing. 5/16" alloy stool top cover plats oxtondo cror
contor sills and is welded to tho bolstor pans.
Bottom bolster pan roinforcod cwor sido boaring wit
4 3/4“ x 6/16' prossod alloy stool channel woldod
in plsco as opocifiod by LLB. Standard roquirononto.

W' .
3/16“ prossod alloy stool disphron flangod 2 3/4!

all around and socuroly fastod to contor sill and
aids 3111. '

Diggml Dragon
‘1' proosod alumina plats. alloy 3-3014 woldod to

sido and end sill st cno cod and to 5/16“ prosood
stool gnsoot woldod to contor sill.

o 11 Dori :
Standard A.LR. coupling.

w ‘
Standard Vootinghouso Air 23on with braking pcwor

 

 

 

to bo 75% of light weight of car based on fifty

pounds por square inch cylindor prossuro.

Bid: flan:
3/16' thick alumina plato woighing 2.69} por
foot. alloy 17 S .1'.

Side Posts:
ihirty por car spocial aluminum. 1'! 8-1', 3" LOW

per foot '8' section 5/16“ wob with flamos 7/16'
3M. 9/16. thick.

gorge; Posts;
Bpocial aluminum 1'7 3.2, '1' socticns with i' wob

and 9/16“ flanges, woighing 4.06} por foot.

329; Channels: .
Pour standard channels, 12" x 4" woighing 35.5}

per foot. 40' long.

299k beams; A
lino standard 4" x 2 5/8” '1' soction woighim

7.?! nor foot.

M Doors:
Pour hingod doors nado of i” thick aluminum plats

 

alloy 17 8-1‘ weighing 3.591} per foot.

Roof:

 

lurphy aluminum (.072) welded root as manufactured
by the Standard Railway manufacturing Compaq.

Ileorigg;
Tongue and groove 1 3/4" x 5 l/ld' race yellow A
pine fastened to underframe with clips as manufact-
ured by the lscLean-rogg company.

a Sh °
Black Iron #18 gauge to be nailed to the bottom
of the floor over wheels to meet Interstate
Comoros Comission safety appliance rules that

requires ear operating in passenger service to have.

TRACK CHANNEL

 

 

 

25:0 #
3*: ~ a:
5’- 1" .J
r 4 1

P: 2500fiper whee‘

 

 

 

 

 

Mot-Momen+ .- E5!- = 2500 (460'T§>= 38000 "1. ”D.
Encode-4 : ‘3
I2"X4" Channe‘
NE\GHT - 35.5 ‘53 lgl'.
Ans ‘”‘ Amsz-Z
I = 2MB me
E = 35.5 4.8
I
*1- ” H ‘l
2 it - "
x J \ 21
¥ ,
7’".
12" '

 

 

 

 

—zr— Dr

DECK BEAM

2500* 2500*
2 l " 2 I"

no“

__1r_[)_l

Auow 2500* P...- Wham Foc+or of
30!?ch To give 215 ‘h'mes The ouc'l'uql

loud 1‘s 1'qu in+o Consideva+ion ‘H’Ie

Vibru'hon and ined'io effeci’ For “Hm
\rouno‘ing curves.

CR\T|CAL Secnou
2\
2:111: esoo( ): 2b
'95 20.000
ARCA ‘2.Z|;gin Ax‘sVI AxisZ'Z
- .3. I: 6.0 0.77
Wemm - 7.7 /¢+. z: 3.0 0.58

Fag—i
% ~—D *

#*-

 

 

Isl-J

dwh‘v‘

f

 

 

 

 

 

S\DE POST

 

 

 

 

3" a1
T ‘ I
1 - J
E K I :f" I
4 m. M
as} $4 I
.“l

 

 

 

 

ALUMINUM l7S-T

AREA -. 3.35 59....
WEIGHT -= 4.os*/rt
I = 4.45

2 = 3.02

SIDE

 

 

 

 

 

SlLL

 

 

 

 

 

 

 

 

 

8
:-——3.9a"—~L- 492“——-

 

 

 

 

 

3. 2 ALUMINUM ITS-T
‘-
‘ AREA = 2.885%."1.
‘5‘ WEIGHT = 3.49“/€I.
\9 l6
Axis |-| Axns 2‘2
" ' I I064 2.70
.5 {’4' Z 2.64 0.93
—.‘ /~
f
1
-.‘I+- 2.1e——-Jv-
43%”___J
1‘:
:I
:: cur-OFF
E'
1 ' AREA = I076 2.3....
‘~ .
I
(—4 I = 55.40
‘ .
c.0c.('o.,

NOTE-Q AREA OF STEEL To
AREA OF ALUMINUM

-329
BY RATIO .03

 

 

CORNER POST SEOT.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

‘J
q.
I“.
‘3" AREA= L325u‘m.
an) I ‘ [.4‘4
22
N"
V
l.— L348" # 2.52"
a Is
._ In" , 3.|3——|
‘ga I L] * ALUMINUM I7s-‘r
e3.“ | “I, 1 AREA = 3.35 sq.in.
3 w Io r- o *m
4 _‘ J: M E H 4. e /
4. a)
I stI ' / An: N AmsZ-Z
I .
“Ta . I -— 1.98 7.45 .
1 [in ‘_ z = 3.07 2.39
' O
1'.‘ .s 3."- ‘°- 2 = 3.33 3.99
1 I6 I w
-—3

 

 

 

 

CORNER POST

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

I
2- e
W a
3‘.-
| "
moo II
P’
5
q:
TJ
LIuo "
2.
7-1" '
Z
'AREA = 5.27 sam-
A“: \‘l Ans 2'?—
I : [5-52. 20' 64'
z = 3.54- 4-‘5

 

SIDE PLATE

 

 

 

 

 

 

 

 

 

”\Wnlz"
“\Q~
2 r- ilf
N 6)
‘1'- u,
4
"e—
1 9%
t ‘
\——‘= ‘I ‘
é-a)‘
’o
3- _,
n.— 3 ._ v = “I”
8
5-. <-
q-
I-——— 2.97"__—4_ L78"

 

 

 

.5...

 

 

 

 

 

ALUMINUM l73-T
AREA 2.96 $3....
WEIGHT 3.597“
Axw H Asa: 2-2
I - “.29 6,94

Z= 270 234

 

 

‘° ° ...‘1
BlbllCéIaQflY

 

Forrcki, R. 3., End Sibp, 3.A., "height EECrciicn-Frcirht
Cars Construction," delivered bcfcre A.9.N.E. arnurl
heating, Atlantic City, Decerber 4, 1947.

Green, V.L., end Drinka, J.J. .,
Cciober, 194E, pp. 561-5FV
in Slin 9tressed Boxcar S

Trensrortation, v. 67, no.7
, "Critic 1 Shearing Stress
ides ."

Green, V.L., Railvey ire, v. 105 no. 25, Decerber 17, 1938
pp. 979-873,"Chic"ro, "ilvaikea, St. Prul Ind Pacific
REilroad Evilds Ligl wt Cight CEIE .”

fEEtror, F.F., F iJYFy LEE, v. 10‘, nc.£2, Ikverhcr, 1938,
PP. 770-772, "Why Light-WEight Freig t CErE."

RE), R.L., ”91cm 14, v. 2F,1o. 11, “bvcztEr194E, pr. 1043~
1048,”E1d666 F eight e r Conbtrtctic

Tnur, Ernest E., Fetal Progress, v. 35, no. 1, pp. 36-49,
"Light-weight Freight Core."

Railway Age, v. 105, no. P“, PP- 795, "Iotor Cars b? Effil
in Hungary."

Railvay Age, v. 107, rr. 929, "Union FEcific Provides FEE
Merchandise Service."

R iIVEy nge, v. 105, no. 19, movenber 5, 1938, pp. 654-658,
""eldec Box and Refriger°tor CErs."

R: ilvzy Age, v. 107, no. 9, [Urns t 96, 19? 9, "pn. 307-308,
"Use of Layari-R Steel in Freirht 08 re

Rrilvev V cch"nicf1 Engineer, v. 119, no.2, Feer‘ry,1945,
pp..I :4, "F astice for CEr Building."

Railva v yechanical Enrineer, v. 119, no.4, Aprjl, 1943,
pp 0 A 4 [1"- 4/1 7 , " 'l‘nrep R0? 6 S 8113.? 11113Fj 1711,11}? A211 037’ “(‘3' Cg rs . I.

"Leverieticn Threatens to Brnkrvp Sone RCEOE
Notional quety ZEVE, v. 53, no. 1, Jennnry, 1946, pp. F2,
04, 99, "Freig_ht CEr Doors.”
RE—ilvey lMech nical Engineer, v. 119, no. 4, April, 194?

pp. 143-146, "Aluminum Freight Car Building.”

Steel, v. 104, no. 26, June 26, 1939, pp.44-45,63, "Light
Weight Box Cars."

2
. .‘I ",1 .
.“|. .\

Steel, v. 10?, no. 1, July 3, 1939, pp. 61,62,64,73, "Use
of Light, High, Tensile Steel for Box Cars."

A Yearbook of Epilroad Information, 1947.

A'Yeerbcok of Rsilrosd Informaton, 1945, by Committée on
Public Relations of Eastern Railroads.

Great Lakes Steel Corporetion, penphlet, "The All Purpose
Freight Car Floor."

Popular Science, February, 1948, pp. 158, Design of Auto:
Loader.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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