Revision of the Niagara Railway Arch Bridge . ates that the total weight of locomotives by that time might reach365 tons, if the same rate of increase is maintained; but owing tomechanical limitations well known to locomotive builders, such aslack of space for much larger cylinders, it seems more probable that the1940 limit for consolidation or decapod locomotives will not exceed300 tons, as indicated by the dotted reverse curve. The total weightof the various Cooper locomotives has been located on the curve, asa means of general comparison. The investigation developed thefact, which is doubtl
Revision of the Niagara Railway Arch Bridge . ates that the total weight of locomotives by that time might reach365 tons, if the same rate of increase is maintained; but owing tomechanical limitations well known to locomotive builders, such aslack of space for much larger cylinders, it seems more probable that the1940 limit for consolidation or decapod locomotives will not exceed300 tons, as indicated by the dotted reverse curve. The total weightof the various Cooper locomotives has been located on the curve, asa means of general comparison. The investigation developed thefact, which is doubtless more or less appreciated by all railway andbridge engineers, that the Cooper loadings are out of date and shouldno longer be used for calculating bridge stresses. The Cooper E-65 L928 KKVISION OF NIAGARA RAILWAY ARCH BRIDGE locomotive (and all others) is only 56 ft. in length, whereas the GrandTrunk Mikado locomotives used in the tests of 1918 on the archweighed 221 tons, or practically the same as the E-65, but were 77 over The peculiar use of the Niagara Arch as a terminal bridge, or con-nection between the Canadian and American yards, makes it unnec-essary to provide for as heavy locomotives as would be used on amain-line structure, so that Coopers E-60 as adopted for the arch REVISION OF NIAGARA RAILWAY ARCH BRIDGE 1929 and the truss spans reaching to the shores, will undoubtedly be themaximum absolutely required up to 1940; but to make a structure ofuniform strength for modern locomotives it was necessary to useCoopers E-70 loading for the stringers and floor-beams on the spansand the approach girders, or on spans from 20 to 52 ft. in , by stopping traffic at any time on one track, it will be possible topass heavy loads or locomotives slowly over the other track, up to aboutE-80 loading or its equivalent. The logical procedure for new bridges, however, seems to be toabandon the Cooper loading entirely and adopt a table of moments (andone of end
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