Identifier: electricrailwayr162amer (find matches)
Title: Electric railway review
Year: 1906 (1900s)
Authors: American Street and Interurban Railway Association
Subjects: Street-railroads Electric railroads
Publisher: Chicago : Wilson Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

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ich allows the distribution of the motive power under allthe cars, removes this restriction upon the weight and makesit possible to construct the parts of a suburban passengercar with more regard for rigidity, and greater ability to resistshocks. Multiple-unit cars for this kind of service can there-fore be made as substantial as the requirements of safetyand diu-ability demand, but it should also be noted that thesteel construction adopted does not materially increase theweight over what would be called durable construction in awooden car, the increased strength and durability being se-cured without sacrificing operating economy.Car Bodies.The principal dimensions of the steel car bodies are asfollows: Length over body corner posts, 41 feet % inch;length over buffers, 51 feet 2 inches; width over side sills,8 feet 6% inches; width over eaves, 8 feet 8 inches; widthover window sills, 9 feet % inch; height from under side ofsill to top of plate, 7 feet 1 inch; height from under side of
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Electric Car Equipment of the Long Island Railroad.—Steel Motor Car capacity as chief engineer of the Long Island Railroad electricconversion, to advocate their use on this road as well. Tothe Interborough Rapid Transit Company and the LongIsland Railroad Company belong, therefore, the distinction ofbeing the first railroads in the world to adopt this radical de-parture in car construction, thus insuring to the public com-plete immunity from the danger of fire in cars equipped withapparatus carrying powerful electric currents. The incidentaladvantages of these steel over wooden cars in superiorstrength and durability are, of course, likewise of importancein insuring their adoption. As the Long Island Railroad carswere obliged to meet very similar conditions, both as to thephysical nature of the route to be traversed, and the classof travel to be handle*, they were built along practically thesame lines as the above mentioned steel cars for the NewYork subway. In fact, except for the

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