CORRESPONDENCE. THE CONSTRUCTION OF IRON AND STEEL RAILWAY-WAGONS
Minutes of the Proceedings of the Institution of Civil Engineers
Mr. Jepson. latter were by far the most complicated. For locomotive coaltraffic, the 40-ton flat-bottomed bogie-wagon described in his Paper should be very suitable; this wagon had a tare of 25.7 per cent. of the gross load on rails, and the load-efficiency was 74.3 per cent. It would be difficult to obtain a higher efficiency than this and at the same time allow a net capacity of 40 cubic feet per ton. The net capacity per ton should always be taken into consideration when making a comparison
... aking a comparison between the efficiencies of various wagons, and it would be found by reference to Appendix 11. of Mr. Shackleford's Paper, that some of the wagons which showed a high efficiency when comparing the paying load with the gross load on the rails, had only a small capacity per ton : this occurred i n examples 4, 10, 12, Iti, 21, 22 and 24. With reference to the break of gauge on the Indian railways referred to by Mr. Upcott, in the case of a purely mineral line acting as a feeder to a line of 5 foot 6-inch gauge, the quickest mode of transhipment would be to have self-discharging wagons on the feederline and run them on to a simple form of staging constructed over the 5-foot 6-inch line at the transhipping station. As the narrowgauge wagons passed over the stage, their contents could be discharged direct into the broad-gauge wagons standing below. An arrangement of this kind would not be very costly, and there would be no hand-labour required nor delays to the wagon-stock. Correspondence. MY. Angus. Mr. J. ANGUS forwarded a sketch of a nlineral wagon (Pigs. 2), of which more than 1,000 were in ut30 on the llio Tinto Company's railway in Spain. These wagons weighed 34 tons and Figs. 2.