Re: DKM/DKT

[Rod Gayford <rjaygee@smartchat.net.au>]

The one striking feature of these cars is the change from Budd style
stainless steel fluting to the style used by Pullman Standard.
Strangely, Commonwealth Engineering had the Budd licence whilst Gonigens
had the Pullman Standard licence but was not used until the contract for
the Sydney suburban cars with the flat fronts was won by them. You can
see the quite different style of stainless steel fluting used. I
understand the roller Commonwealth Engineering used was inherited from
Budd USA and was the machine that rolled the fluting for the original
Pioneer Zephyrs used on the Burlington RR.  Perhaps the rolling machine
had worn out and Commonwealth Engineering had to source its stainless
steel sections from else where. I realise this is a rather arcane
subject but does anyone know actually why Commonwealth Engineering
changed the style of stainless sections on the last V sets. The sections
also appear very similar to the those used on the XPT passenger coaches.

Cheers

Rod Gayford

Railway Rasputin wrote:

>
>
> WhaleOilBeefHooked wrote:
>
>> Hubert Lam wrote in message <7ogv99$50t$1@toto.tig.com.au>...
>> >so apart from the entrance to the seating compartment and slightly
>> modified
>> >seating, what other technical differences are there?
>>
>> They are semi-permanently coupled into two car sets - a DKM/DKT
>> combo can
>> work with a DIM/DIT as a four car set, but a DKM is not paired with
>> a DIT
>> (or any other trailer).
>>
>> DaveP
>
> That is because of the walkway through and the park brakes. When you
> apply the spring park brake in the drivers cab the one on the trailer
> applies also.
> DKMs are chopper controlled (DJM's are also but DIMs arn't).
>
> There are few other things which I can't remember.
>
> rgds