. Railway mechanical engineer . ession, 6A sq. in. of rivet bearing area, and 12!^ sq. in. in ratio of unit stress to end strain must not exceed Section 6. (c) — Metal draft arms applied to wooden center sills mustextend at least 30 in. beyond the ccnfer line of the bolster, toward thecenter of the car. must he securely fastened to the bolster and center sills,and where possible, should butt against compression members placed be-tween the draft arm and needle beams and also between the needle beams. Hardwood or yellow pine center sills may be considered equivalent to steelin ce
. Railway mechanical engineer . ession, 6A sq. in. of rivet bearing area, and 12!^ sq. in. in ratio of unit stress to end strain must not exceed Section 6. (c) — Metal draft arms applied to wooden center sills mustextend at least 30 in. beyond the ccnfer line of the bolster, toward thecenter of the car. must he securely fastened to the bolster and center sills,and where possible, should butt against compression members placed be-tween the draft arm and needle beams and also between the needle beams. Hardwood or yellow pine center sills may be considered equivalent to steelin center sill construction between bolsters if they have four times the speci-fied unit vdues. namely 40 sq. in, tension and compression area, and a ratioof unit stress to end load not exceeding Section 6. (d)—The draft gear capacitv is indirectly governed by therule 6—(b). The intensity of end force is assumed to be equivalent to 250,000 , which may be concentrated on the center line of the draft gear or WOO. I 30 GO 90 1^0 150 180Dead Load of Car Empfy 1000 Per ftBase Line 8ie ^Neuhal f\y-is$ of Draff Geafg.(ofBolsfer^ -3€00uer Sinking Plate 4-0Disiani Back ofBolster /Reinforced byDraff Arm i of Car-^l?6 -»- A = Bending moment curve due to dead load of empty car. B ^ Combined bending moment curve for both impact and dead load of light = Bending moment curve due to impact pressure applied 8 in. below the neutral ,D = Safe bending moment for car under frame of six 5 in. by 9 in. sills. Fig. 6—Draft SMI Stress Sheet (Impact Pressure = 100,000 Lb.) distributed between il-e draft gear and the end sill. The point of con-tact between the horn of the coupler and striking plate is assumed to be2 in. above the top of the coupler shank. For a shank 5 in. deep the dis-tance from the cenfr line of the draft gear to the assumed point of con-tact of the coupler horn is AA in. The proportion of end force acting onthe striking plate is assumed to be
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
