. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . heel fit and the 25,450 lb. 12 in simple compression. The data thus obtained wereaveraged and from the means the tension and compressioncurves were drawn. These curves are assumed to l)e rq)-resentative tensile and compressive strain relations fordrilled wheel iron and are the curves upon wliich thestresses given are based. In the case of the wheel under consideration it requireda jiressure of a little more than 96,(XX) lb. to mount it. On the outer face of the wheel the maximum cor-respondin
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . heel fit and the 25,450 lb. 12 in simple compression. The data thus obtained wereaveraged and from the means the tension and compressioncurves were drawn. These curves are assumed to l)e rq)-resentative tensile and compressive strain relations fordrilled wheel iron and are the curves upon wliich thestresses given are based. In the case of the wheel under consideration it requireda jiressure of a little more than 96,(XX) lb. to mount it. On the outer face of the wheel the maximum cor-responding simple tensile stress due t(j mounting 11). per sq. in. and is in a tangential direction at theIxjre. As the distance from the bore increases the stressesin the tangential direction decrease up to the |X)int wherethe imier and outer faces if)in Ijeyond which a slight in-crease occurs. In the radial direction on the outer facethe maximum compressive stress due to mounting cor-responds to a simple stress of 11,600 lb. per sq. in. Thevariation in the magnitude of the stresses in the radial. OF G.\ LINES OX static load a side thrust of 8,000 lb. or one-half of the esti-mated service flange pressure was added by means of thehydraulic jack and strain gage readings were taken latter measurements thus represent the triple effect ofmounting 25,450 lb. static load and 8,000 lb. flange pres-sure. With the static load equal to 25,450 lb. additionalreadings were taken with side thrusts of both 16,000 and32,000 pounds, equal respectively to 50 per cent and 100per cent of the estimated service flange pressure. Itseems reasonable that the latter conditions of load do notdiffer materially from the normal maximum loading thatmight occur in service, and the strains in the wheel wouldtlierefore approximate those that would be present underthe combinations of normal wheel fit, maximum static loadand maximum flange i) It is evident that the problem of the car wheel
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Keywords: ., bookcentury1900, bookdecade1900, booksubjectrailroa, bookyear1901
