32_ 



HARDWOOD RECORD 



When one car telescopes or runs through or partly through another, 

 the process is simple. The platform of one strikes over the platform 

 of the other, and as it is rammed forward by the impact, it cuts like 

 a huge knife the superstructure of the overridden ear. Telescoping 

 seldom or never occurs unless the platform and bottom framework of 

 one ear slides over another. In such a case it is the car that happens 

 to get on top that runs through the other. It is the bottom that does 

 the cutting and tearing. If the bottom beams and platform of a wooden 

 car mount over those of a metal car the latter car will be crushed, 

 but if the steel car gets on top, it will telescope the wooden car. It all 

 depends on which car strikes the other one at a disadvantage. It 

 makes little difference what the superstructure is made of; it will 

 crush like eggshell if the platform and heavy beams of another car 



now wnnnioN lAKs sr.vMi iiik tk.st 



The wreck shown in this picture occurred near .Mllwaukoi'. March 12, 

 1913. It was a mixed train. The first stcd coach went off and tooli the 

 other cars witli it. The cars sliown in t\w cut arc of wood. 



strike it with the tremendous force due to collision. The platforms 

 and bottoms must stand the impact; the superstructure cannot do it, 

 no matter whether it is of wood or steel. Therefore, the steel ear 

 has no advantage over the wooden, as far as telescoping is concerned, 

 provided both have the same style of platform and bottom. 



This is an important point. The strength is in the lower parts, the 

 floor and the beams below it, and these can be made in exactly the 

 same way for both styles of cars. That is, the car with wooden super- 

 structure can be made as strong as that which is of all steel material. 

 The advantages which wood gives need not be sacrificed in order to 

 obtain all the advantages which are to be had from steel underframes. 



Competent ear builders have recommended a compromise car, which 

 will have the good qualities of both wood and steel. The under- 

 frame should be of steel, the upper parts of wood. The shock in 

 ease of collision will be sustained by the lower frame; the comfort of 

 the wooden car will be secured by the superstructure. Weight will 

 be reduced; elasticity and resiliency attained, and all the advantages 

 of the wooden car will be combined with whatever strength the steel 

 underframe possesses. 



It is a mistake to conclude that the camiiaign in favor of the steel 

 ears is being pushed by the railroads. Some of them may stand in 

 because of their connection with steel interests or for other particular 

 reasons, but if the railroads of the whole country were asked to vote 

 on the question, the decision would doubtless.be against a sudden or 

 forced change from wood to steel. Most roads are willing to move 

 slowly, try out the metal cars more fully, and finally adopt the ear 

 that is found best. That is a very different thing from a change 

 ordered by Congress and enforced by law under penalties. Railroads 

 have been experimenting. They are wide awake to the necessity of 

 putting on the best possible rolling stock, and there is no question but 

 that they will do it as soon as it is proved what is the best; but the 

 steel car is yet in the experimental stage and the experiments thus 



far have not been all favorable — in fact, most of them have fallen 

 short of expectations. 



A change ordered by law under these circumstances would be unfair 

 and unjust to the railroads and without due consideration of the 

 public 's comfort and safety. The change is premature ; the steel ear 

 has not yet made good. It may be further developed and finally make 

 good. 



If neither the railroads nor the traveling public are pushi'ng it, who 

 is? It seems to be the work of the great steel corporations which 

 have products to sell. They are forever on the watch for markets, 

 and the enormous car-building industry of the country is a promising 

 field. If the wooden car can be displaced by law on all railroads 

 doing interstate business, and the steel car put in its stead, it means a 

 market for additional hundreds of thousands of tons of steel every 

 year. It is a game worth playing, and the indications are that it is 

 being skillfully played. The steel interests own large blocks of stock 

 in car works, and they are understood to be largely interested in some 

 of the railroads. If they can get the wooden ear outlawed they can 

 exclaim with great truth as well as with appropriate stage effect: 

 ' ' The world is mine ! ' ' 



They are not consulting the public which must u.se the ears; and 

 they are not consulting the railroads which must buy them. The 

 game is to compel the railroads to purchase full equipments of steel 

 cars, in spite of doubt as to their efficiency; and to compel the travel- 

 ing public to ride in the cars, in spite of positive knowledge that they 

 are more uncomfortable than wooden cars, and strong suspicion that 

 they are more dangerous. 



It would cost railroads a great deal of money to make the change. 

 Steel cars cost more than wood at the start; they are heavier and 

 the expense of hauling them is greater; they are harder on the tracks 

 and expense of road repair is greater; it is believed that their period 

 of service will fall much under that of wooden cars, and they will 

 reach the scrap heap sooner. The change would severely tax the 

 resouri'es of most roads. And after all this, the traveling public would 

 be no better off. probably worse off; the railroads wouhl be no better 



INTIilUOK ni.- .\N OI.I) WOODE.V SMOKIOI! 



This car was in the Mihvauki'i' wreck and is shown lying on ils side, 

 little worse for tin- (>xpi*ri<'ncc. The lamp fixtures are unbroken. 



eqnip)ied, and the only gain that can be figured out would find ils 

 way to the pockets of the steel manufacturers. 



Does the end justify the nieansf Should vast sums be taken from 

 transjiortation companies to increase the jirofits of steel corporations? 

 Should the public give up the comfortable and beautiful wooden cars 

 that have served long and well, anil ride in rigid, unattractive, too-cold 

 or too-hot steel cars, which have served neither long nor very wellf — 

 and do this in order that the corporations which manufacture the steel 

 may increase their dividends! 



In its issue of December 25, 1911, Hardwood Record summed up the 

 shortcomings of the st«el car in seven short paragraphs, and every 



