they go out with space in between where the parts removed can be repaired, finished, and stored ready to be placed back on the car as it goes out. It is the custom at most shops to remove such things either in the yard, paint or repair shop, haul it to the respective departments for repairs, painting, plating, etc., and then haul it back again to paint shop, yard, or some other place where the car is trimmed, all of which involves considerable labor and forms a serious problem in the shop operation. Therefore, your Committee recommends the adoption of an arrangement as just described and as indicated in the proposed layout for large plants of this kind, where the trim may be removed, pass through its respective department, while the car is progressing through the shop, be stored, finished, and ready for the car after it has passed the paint shop and has been brought back to the trim shop on its way out.

Unwheeling Hoist

The manner of removing trucks from under the coaches varies greatly with different shops. At some shops the car is taken directly to paint shop where the trucks are removed and the body set on horses. The trucks are then taken to the truck shop or machine shop. In some places the trucks are overhauled at one end of the coach repair shop or paint shop, while at others they are taken to a separate shop. At some shops the cars are jacked up in the yards, the bodies put on dollies and the trucks and bodies wheeled to the respective places for repairs.

A much smoother operation is to be had from the practice of placing the bodies on dollies, providing the course through the shops is smooth and systematic. The unwheeling if done by a permanent or fixed hoist can be accomplished more expeditiously and with less hazard to employes than by the use of the ordinary jacks. With a layout of this size the labor saved will more than justify the expense involved. The use of dollies not only affords an easier and more simple way of handling the bodies but in case of fire offers a chance of saving some cars which would be impossible if resting on horses.

In the layout herewith submitted, two traveling cranes, one located in the stripping shop and the other in the trimming shop, are suggested for this purpose. These cranes should be at least of 80-ton capacity and have two hoisting drums, one for either end of the car body.

Truck Shop

In most shops the trucks are repaired on the same tracks with the cars, or on a few designated tracks in the passenger car repair shop. A separate truck shop gives better supervision, more production and permits a better and more extensive use of the proper tools. A separate shop permits the segregation of material, tools, and facilities such as hoists, lye vats, spring testing machines, truck gauges, and templates. The shop tracks should be transverse with room on each track for two sets of trucks. The building should have two main bays on either side and a narrow bay at the center with a ten-ton traveling crane. A longitudinal track should run the full length of the building to facilitate the handling of mounted wheels and axles.

Over each track in the side bays should be installed a five-ton floor controlled traveling crane for the handling of truck parts, and the removing and replacing of wheels.

There should be ample track space outside for the storing of tracks, ready for and after leaving the truck shop. The truck shop should be located closely to the smith, machine and wheel shops. The shop should be well lighted, heated and ventilated. Concrete or wood block is satisfactory for floor.

Wheel and Axle Shop

This shop should be conveniently located to both the freight and passenger repair shops. Large yard space is necessary in connection with this department for the storage of wheels and axles, both mounted and unmounted. Free movement of this operation is essential to economical production and great care should be exercised in laying it out. Monorails form the best method for serving this shop. These should extend out into the yard for the handling of wheels and axles both into and out of the shop.

The building should be well lighted, heated and ventilated, and the floor should be substantially constructed, preferably of wood block.

Blacksmith and Machine Shop

These two shops are treated together because most of the work progresses through the smith shop into the machine shop to be finished. They should be very conveniently located with respect to the truck shop and easily accessible for the coach repair shop, as these two departments furnish practically all the work.

These shops should be well lighted, heated and ventilated. Particular attention should be paid to ventilation in the smith shop.

Wood block floor is preferable for the machine shop, while a good solid dirt floor gives best results for the smith shop.

Yard cranes and push cars are necessary for handling material to and from the shops, and monorails, jibs, etc., should be amply provided for handling the work inside the building.

Wood Mill, Pattern and Cabinet Shops

These three sections are closely related. All do wood work, and in the majority of layouts are combined under one roof and it is proper that they are. The mill should be conveniently located with respect to both passenger and freight car repair shops and should be so placed that ample yard and storage space is available for the storing of lumber. It should have as an accessory a dry kiln and large sheds for the storing of dried lumber.

At least two supply tracks, leading from yards and sheds, should be run longitudinally through the mill and the machines so spaced that heavy timbers can be easily handled from cars to machines and progress through the mill in logical sequence, leaving the mill at the opposite end from yard in a finished state.

The building should have good light, heat and ventilation and should be of fireproof construction.

Some means of disposing of sawdust and shavings must be provided. The preferable means of disposal is to bale for a commercial trade. There is now a good demand for shavings as a substitute for straw in packing crockery, etc. This is preferable to burning them in boilers as they are not satisfactory fuel and in addition require special boiler settings and provisions for handling.

If many patterns are to be made and stored, a separate fireproof storage should be provided.

Power Plant

This involves a study in itself for a great deal can be done toward economy in the selection and proper installation of boilers and appurtenances, together with the proper coal and ash handling equipment. The power plant should be made ample for all requirements, spare units should be installed to insure continuity of service and to allow for the making of routine repairs.

The water, steam, air and electric power systems for a layout of this kind are worthy of very careful study and consideration.

Miscellaneous

(a) Foundry-Unless there is to be a separate foundry run independently to serve all departments, it is well to have a small brass foundry in connection with the Car Department.

(b) Sand Blast House-This because of the dust and dirt produced should be isolated somewhat from the other department, but should not be too far away to cause delay in detouring from the main circuit.

(c) Reclamation Department-Should be centrally located with respect to freight and passenger car repair and machine shops and in the vicinity of the scrap yard.

(d) A fire department, hospital, and ambulance is quite essential with a plant of this size.

(e) All transfer tables should be of ample dimensions and capacity to allow for rapid travel and expeditious handling of cars.

(f) Paved roadways and walks of ample width should be provided throughout the plant to afford case of communication, facilitate trucking and allow unobstructed passage for both the fire-fighting equipment and for the ambulance.

From the standpoint of economy in layout and subsequent operation, the grouping of as many departments as can be consistently united into one large plant is recommended. Between the Locomotive and Car Departments the storehouse and its supply yards, the power plant, water, heat and light systems, the fire department, hospital and ambulance service, and the general office can be used in common at a lower initial cost outlay than would be necessary to fit up two independent plants. The relation between the Passenger Car and Freight Car Departments is even closer. The wood mill, the machine, blacksmith, and wheel shops can handle work

for either equally well. The supplies, stores, power plant, etc., can serve both and the extra land, buildings, and machinery necessary to fit out two separate plants would more than offset any advantages that may be derived from separate operations.

In preparing the layout submitted with this report (see Fig. 1) it was assumed that the topography was favorable and that ample property was available. It is considered that the plant as shown is to form a part of a complete repair point for the maintenance of both cars and locomotives; therefore, the power house and Store Department will be common and should form the natural separation between the two departments. In sizes, the intention is that it be sufficiently extensive to take care of most any large point. No provision for extension has been indicated but the suggestion is that if only a portion be used the remaining space be allotted for this purpose or if built full size that additional space transversely be provided.

The actual capacity of the plant as laid out will depend to a great extent on the average painting schedule. The paint shop will hold sixty cars, and if worked on an eight-day schedule, should permit of a capacity of eight cars per day. This operation is really the criterion, and if other departments are properly proportioned, will control the output of the entire plant.

Thus, unimpaired by cramped quarters, it is the intention to execute a layout which will give freedom to productive movement of cars through the shops, eliminate all unnecessary handling of materials and parts and locate the various operations and groups logically and with due regard to their relation to each other.

The routing through the shop forms a complete circuit. The cars to be repaired are delivered to the receiving yard from which place they are switched, as selected, to the tracks leading into the stripping shop. Inside this building brake rods, etc., are disconnected and removed and the car moved up under the crane where the body is removed from the trucks, set on to dollies, and the trucks switched out. The outside track should be used for the handling of trucks, from which they can either be moved via the transfer table or shifted in the opposite direction and placed on storage tracks. Before leaving the stripping shop all the sash, doors, hardware, upholstery, fixtures, etc., are removed and delivered to the proper quarters for repairs.

From this building the car body is moved via transfer tables and tracks, first to the washing shed, then to the coach repair shop and from thence to the paint shop. After the car has been painted it is brought back via transfer tables and tracks to the trimming shop, trimmed, mounted onto its trucks, leveled, brake rods hooked up, and put onto the outgoing tracks for release.

The trucks are removed from the storage tracks, to which they were shifted after the bodies were taken off, via transfer table to the truck shop for repairs, after which they are placed on the storage tracks adjacent to the trim shop to await the arrival of the bodies.

The wheel shop is at one end of truck shop and the smith and machine shop is alongside of it. As the heaviest work contributed to each of these three shops originates in the truck shop, this forms a logical grouping. The coach repair shop located just across the transfer table from the smith and machine shops with the mill just above it forms another convenient grouping.

Between the stripping and trimming shops are located facilities for handling sash, doors, upholstery, fixtures and hardware. Thus the handling of these parts is reduced to a minimum.

The paint shop which is practically independent from the rest of the layout is at the exereme end.

Between the wash house and repair shop is space allowed for air equipment, pipe work, tin shop, and for tools, and such small machines as will be necessary for this department, it being considered that the heavy smith and machine work will be done in the main building.

At the lower end of the wash house is space for the fire department, ambulance, and hospital. This is a convenient point and gives them a central location.

For such cars as are required to have paint burned off and sand blasted a separate building is provided just above the stripping shed. The dust arising from this prompts its being isolated; this location while taking care of this feature does not break up the free movement as the car after being stripped can be moved via transfer table to sand blast house and from thence to repair or paint shop. The back up movement is not a serious obstacle in this case as the percentage is low of the cars that are burned and sanded.

There is ample space and track facilities around the wheel shop for the storage of wheels and axles both mounted or unmounted. The wheel shop is conveniently located with relation to the passenger car truck shop and to the freight car repair plant.

The smith and machine shops are primarily to handle passenger car work only. Ample storage space has been provided for material both raw and finished between the building and the transfer table and between the machine shop and freight car department. Yard cranes are indicated which will greatly facilitate the handling. Standard gauge tracks over which push cars can operate will further assist in this respect. The close grouping of machine, smith, truck and wheel shops will provide for easy supervision forming one very economical feature.

It has been the intention throughout to eliminate all small buildings or sheds. Such structures not only form the nucleus for the addition of other sheds as the plant expands but brings about a bad operation in supervision and produces excess handling of materials and parts.

It is the Committee's recommendation that space inside the main buildings be set aside for toilets, locker rooms, and offices, and thus avoid all leantos and unsymmetrical additions. Toilet and locker rooms can be installed on main floors with offices above very advantageously. An elevated office is desirable as it gives isolation and a good means of supervision.