11-"Ti !,“

•

BUSH TRAIN SHED AT SCRANTON.

The accompanying photographs show the train shed at the new Scranton, Pa., station of the Delaware, Lackawanna & Western. A general description of this station appeared in

the Railroad Age Gazette of November 13, 1908. This is the

second shed of this kind erected under the designs of Lincoln Bush, until recently Chief Engineer of the Lackawanna, and now a consulting engineer, with office at 1 Madison avenue, New York. The first one, that at the Hoboken, N. J., terminal

No. 12. RAILROAD AGE GAZETTE.

of the road, was described in The Railway Age o f A I, „gust 25

1905; the Railroad Gazette of September 1, 1905; and The

Railway Age of May 29, 1908. The Bush train shed consists of longitudinal units meeting

over the tracks so as to make a continuous structure, except

for the narrow openings, or smoke ducts, over the locomotive stacks. The roof is supported on longitudinal rows at columns, 27 ft. apart on centers, resting in the reinforced

concrete platforms. The transverse main rafters are co nti nn.

ous between the columns and form the only breaks in the con_

End View of Bush Train Shed. Scranton.

C...;:h Train Shed at Scranton.

572

a

awl J

Coun ter f/ashing and apron to run under cap.

Cap f/ashing 5o/tiered to a,oF-c5/7 -counter flashin on th/ side o

it O

oz Copper- Cop - Flash/rig

ono'

oYer looz.CoPPer joint (Expansion

16oz Copper over /Expansion ../Ornf

in Rodf 3/z'

Details of Smoke Duct.

16 oz. Hard Copper- , ,

16 oz. Soft Copper.

01055•

--/nloici Stale

icr;ere of R^fier over: is2 kayer$ of Aver iin2:1er

1 _

. Slab ,

copper.

copper,, ,G/o56

0,02 17 51ot;

Details of Skylight.

.5.tacf.4, -- A

MARen 19, 1909. RAILROAD AGE GAZETTE. 573

tinuity of the openings over the smokestacks. The vertical clearance from the top of the rail to the underside of these main rafters at center line of track is 16 ft. 6 in. Framed to these rafters are longitudinal purlins which support the reinforced concrete roof slabs and the skylights. Between the columns are longitudinal girders supporting the inner ends of the intermediate rafters, whose outer ends are riveted to the framework of the smoke duct purlins. This framework consists of a pair of light, latticed purlins.

Side View of Bush Train Shed, Scranton.

The longitudinal girder between the columns is built up of two channels and a plate, forming a trough, which is lined and sloped with concrete with a surface finish of copper and serves as a rain-water gutter. The girder is braced at the columns with gusset plate and angles, built up with a curved flange corresponding to that of the main rafters, so that the four members spring away from each column on harmonious lines. The columns are of cast iron and the roof framework of wrought steel. The weight of the metal com-plete per square foot of shed area, including columns and anchor bolts, is 20.09 lbs. The roof slabs are of concrete, 2% in. thick, reinforced with 3-in. No. 10 expanded metal, the finished surface being four-ply slag.

The steel framework of the smoke ducts and the main rafters where they pass through the smoke ducts are encased in concrete. This concrete casing is reinforced with expanded metal. At the ends of the shed, and at cornices along the two sides of the shed, all metal work is encased in concrete, as shown in the photographs, The sides of the ducts are high enough to prevent driving rain or snow from reaching the platforms. The longitudinal gutters men-tioned above are drained by leader pipes running down inside every other supporting column, where they connect v,ith drains under the platforms. The air space between the inside of the columns and the outside of the drain pipes insulates them from freezing, and the drain pipes are not exposed, adding to the appearance of the shed and eliminating possible damage to drain pipes from baggage trucks. The electric lights are ar-ranged in longitudinal lines between the columns. The are lights visible in the accompanying photographs were installed for temporary use only. In day time, ample light reaches the interior through the skylights and the smoke ducts. In the

Hoboken shed, the combined area of skylights and smoke ducts is about half the total area of the shed.

The main advantages of these sheds are: first, the original cost is much less, being about 40 per cent. less than the cost of a high-roofed shed in the case of a large terminal; second, cost of maintenance is very much less; third, there is more light; and, fourth, there is no smoke or gas inside the shed and much less noise. One of the large items of saving is in maintenance cost of painting. The steel work is never ex-posed to engine gases and smoke. At the smoke ducts, where it would be in contact with these gases, it is protected by con-crete. The accompanying drawing shows the details of the smoke duct construction. In the walls of the duct imme-diately under roof slab are small flues which allow any gases which might get behind the smoke duct, or any heated air rising from the platform level, to escape to the duet and thence to the open air. When paint is required, high scaffold-ing is not needed, which means a further saving. Aside from

Shop ground property of C. N. O. & 7 R.

Cof 6. Freight Tracks

R .

R• ocri'd 6 . Fro,

of oeP't 6. h i- f. re ig

1

d lead

ocich Otif boo.

Tresf/e Approach

N

574 RAILROAD AGE GAZETTE. VOL. XLVI., No. 12.

material, there is saving in the first cost of the shed because of the ease of erection. Everything can be handled by derrick cars, doing away with false work, and the work is easily car-ried on without interference with traffic or inconvenience to the public.

As the accompanying photographs show, there are skylights on each side of the smoke ducts, admitting light directly to the windows of the cars on the track below. They are Anti-Pluvius skylights, made by the G. Drouve Co., Bridgeport, Conn. They are laid in units. The frame of the skylight is a %-in. channel on which, at intervals of 18 to 20 in., are fastened malleable iron bridges or stirrups. These support fiat iron bars with elongated holes engaging brass studs screwed into the stirrups. The glass plates rest on sheet metal guides, strips of cow hair felt being laid between the glass and the guides as cushions, while on top of the glass are corresponding strips of felt, held in place by sheet metal guides. No putty or cement is used. An accompanying draw-ing shows the details of the skylight construction and the copper flashing which protects the joints. Three-eighth inch glass is used, made by the Mississippi Wire Glass Co., New York. In the Hoboken shed, sheets of glass 27 in. x 86 in. were used. These proved to be rather too large, a number of them cracking, although this is not as serious as would be the case if plain glass were used, as the wire reinforcement holds the glass together and there is no leakage. In the Scranton shed, the sizes were cut down to 20 in. x 60 in., which is now believed to be the best size for skylight work. This size will also be used in the skylights which are going to be installed in the Bush train shed of the new Chicago & North Western passenger terminal at Chicago. In other respects, the sky-lights in the Scranton shed are nearly the same as those in the Hoboken shed, except that their area is not so large in proportion to the total roof area, the shed being narrower and entirely open on one side. In the Hoboken shed, side lights of similar material are used. The roof of the Bush shed is accessible for painting, cleaning or removal of snow. In the Hoboken shed. however, this has not been necessary,

CHATTANOOGA PASSENGER TERMINAL STATION.

The new terminal station of the Chattanooga Station Com-pany- will care for the passenger trains and traffic at Chat-tanooga, Tenn., of the Southern Railway, the Central of Georgia, the Cincinnati, New Orleans & Texas Pacific, and the Alabama Great Southern.

The station building is essentially a useful, straightforward

Location of Chattanooga Passenger Station.

and clean-cut structure, easy and economical of maintenance, with no waste spaces. There is no attempt at extravagance or overloading of any kind, either in ornamentation or color. The exterior is harmonious and interesting in color and de-sign, big and simple in scale, original in treatment and has a strong individuality and character.

In planning the terminal, it was designed primarily to suit

Layout of Chattanooga Passenger Station Buildings and Tracks.

dirt and smoke not accumulating on the glass. In the winter of 1906-1907, although there were four heavy snowstorms, no snow was shoveled from the roof or skylights. Light pene-trates a moderately thick layer of snow lying on the sky-lights. In one case, with 10 1,_ in. of snow on the shed good and ample light came through the smoke ducts. Al-though there were high winds during this storm, not more than % in. of snow reached any of the platforms. If snow is removed from the roof, it may conveniently be shoveled through the smoke duets into gondola cars beneath.

the uses of the average individual, giving him every possible convenience and comfort that he has a right to expect, and then to make the building sufficient for the uses of a great number of people by simply increasing each service to the capacity required. The majority of people using a railway station are strangers. A stranger departing from a town goes to the station and on arriving at the building the first thing that occurs to him is bow to get Into the building, and then how much time he has to catch his train. Therefore the most important and unmistakable features of a station facade