. Railway mechanical engineer . The evaporation per jxiund of fuel is phenomenal, as forthree of the full tonnage runs made between Detroit andToledo, the total water divided by total fuel averaged which indicates a combined efficiency for the boiler andsuperheater of about 77 per Right Side of the Locomotive, Showing Removable Plate Over Superheater Header and Outside Throttle Riflfllng 502 RAILWAY MECHANICAL ENGINEER Vol. 96, No. 9 Nick-Bend Test for Wrought Iron* THE material examined represents the finished productof four different manufacturers and an intermediatestage in wr
. Railway mechanical engineer . The evaporation per jxiund of fuel is phenomenal, as forthree of the full tonnage runs made between Detroit andToledo, the total water divided by total fuel averaged which indicates a combined efficiency for the boiler andsuperheater of about 77 per Right Side of the Locomotive, Showing Removable Plate Over Superheater Header and Outside Throttle Riflfllng 502 RAILWAY MECHANICAL ENGINEER Vol. 96, No. 9 Nick-Bend Test for Wrought Iron* THE material examined represents the finished productof four different manufacturers and an intermediatestage in wrought-iron manufacture from a fifth source, ninegrades in all being tested. The methods used for fracturing the nicked bars variedfrom a slowly applied transverse bending stress to a severesingle-blow impact stress. This range is permitted by mostcurrent American specifications. Although the investigationhas not been comprehensive enough to furnish answers to allthe questions which may arise concerning the nick-bend testfor wrought iron, the results obtained are definite enough topermit certain conclusions being drawTi and to warrant cer-tain recommendations concerning the test. 1. The rate of application of the stress used in rupturingthe^ bars appears to be one of the most important f
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
