"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.

Arch Bar Gang

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—

FORGINGS—

SPECIALTIES—

LUMBER—

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.

Hydraulic Wheel Press

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.

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.

Molding Machine

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.

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.

CODE
"Rainier"
Number 340

All-Steel Improved "Rainier" Truck

Capacity 100,000 lbs.

Designed and built exclusively by

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.

CODE
"Redriver"
Number 500

Quadruple Bunk Skeleton Logging Car

Capacity 80,000 lbs.

Designed and built exclusively by

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.

CODE
"Craig"
Number 501

Quadruple Bunk Skeleton Logging Car

Capacity 80,000 lbs.

Designed and built exclusively by

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.

CODE
"Rabunk"
Number 341

Cast Steel "Rainier" Bunk

With Non-Buckling Compression Bars

(GENERAL VIEW)

(SECTIONAL VIEW)

["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.

(END VIEW)

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.

CODE
"Knight"
Number 102

[BUNKS]

(PATENTED)

[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.

Steam Hammer

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.

CODE
"Hersteel"
Number 149

Interchangeable with Hercules Double I-Beam Bunk

(PATENTED)

["Hercules" Patent Cast Steel Logging Bunk]

Bolt Threader

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.

CODE
"Hersteel"
Number 104

Hercules Bunk and Bolster

For 80,000 Pounds Capacity Trucks

(PATENTED)

[Cast Steel Bolster and Bunk]
FOR HERCULES 80,000 POUNDS CAPACITY LOGGING TRUCK

Taking off a Heat

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.

CODE
"Skookum"
Number 105

Our 1914 Bunk

For 80,000 Pounds Capacity Trucks

Phantom Illustration of the Skookum Bunk Showing the Lock

The Skookum Bunk Viewed from Underneath

[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 Sills42 feet,0 inches
Width over Side Sills8 feet, 8 inches
Height from Rail to Top of Deck3 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.

CODE
"OWRN"
Number 131

CODE
"Milwaukee"
Number 130

"Tacoma Eastern Type"

80,000 Pounds Capacity

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

Gauge4 feet,8½ inches
Length over End Sills42 feet,0 inches
Width over Side Sills8 feet,6 inches
Height from Rail to top of Deck,3 feet, 10 inches
Standard Height Coupler2 feet, 10½ inches

Bulldozer

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.

AIR EQUIPMENT—

FORGINGS—

LUMBER—

SPECIALTIES—

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.

CODE
"Govt."
Number 110

Wood Frame Flat Car

Capacity 40,000 Pounds

CODE
"Oregon"
Number 111

36-Foot Standard Flat Car

30 Tons Capacity

CODE
"British"
Number 140

41-Foot Standard Flat Car

30 Tons Capacity Equipped with Hercules Bunks

CODE
"Hiphigh"
Number 141

Hip High Skeleton Flat

5 Tons Capacity

For detailed description see page [35]

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.

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.

CODE
"Yosemite"

Yosemite Flat Car

With Steel Frame and Reinforced Bulkheads

Detail Photo of Yosemite Flat, stripped, showing Steel Underframe

[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.

This car was designed to meet these conditions, and is provided with a steel backbone, reinforced at the ends forward of bolsters to provide for the extreme angle of cable pull from a horizontal line and at the down hill end to support the bulkhead, which is provided to keep the logs from shifting. The vertical bulkhead posts are riveted to the steel backbone. At the cable end a special combination buffer and cable casting of cast steel is secured to the backbone by means of gusset plates, and is also riveted to end sill.

The backbone is built up of steel plates and angles in the form of a box girder, of the fish belly type. Cross bearers are located intermediate of the bolsters, and are sufficiently strong to carry the loads from the side sills to the center construction. Experience has proved that for logging cars, steel is unsuited for use in side sills, as continual shocks, resulting from discharging the load, cause their failure. For this reason red fir side sills were introduced in this car, making the underframe a composite construction of steel and timber. The side sills being supported at four points, viz.: at bolsters and cross bearers, no trouble has been experienced from failure of these sills. In case of failure, they are readily replaced, and the work can readily be done at any camp.

The bulkhead is constructed with a steel frame, with planking for the bulkhead proper, so that in case blocking is necessary to fill out between the log and the Bulkhead, this blocking can be nailed to the bulkhead to secure it in place, the object being to provide against the possibility of the log starting to shift.

The cable casting is made with a machine-fit pin to engage the shackle on the cable and place the pin in positive shear.

The cars were equipped with four Hercules Bunks, to provide for short or long logs.

The trucks are of the Diamond Arch Bar type, with cast steel bolsters. The bolsters are of special design, with hemispherical center bearing, to take care of the rock of the trucks in passing over the sharp, vertical curves.

Axles with 4¼×8 in. journals, and 33 in. chilled cast iron wheels are used.

Cars are equipped with Westinghouse automatic air brakes and inside hung metal brake beams.

The draft rig is of the twin spring type, with automatic couplers.

General View of our Yosemite Grade Destroyer