. American engineer and railroad journal . and in thatcase the effect on the track would be 71% of that of an ordinaryoverbalance giving the same longitudinal effect, and this reduc-tion can be accomplished without detriment to the ordinary qual-ities of the engine, or without introducing any objectionabletroubles. It is true that the nosing must be prevented by the pressureon the hubs of the wheels, but against this, it must be remem-bered, that when balance weights are distributed amongstthree or four wheels that the effect of the overbalance on theboxes of all except the main wheels is just
. American engineer and railroad journal . and in thatcase the effect on the track would be 71% of that of an ordinaryoverbalance giving the same longitudinal effect, and this reduc-tion can be accomplished without detriment to the ordinary qual-ities of the engine, or without introducing any objectionabletroubles. It is true that the nosing must be prevented by the pressureon the hubs of the wheels, but against this, it must be remem-bered, that when balance weights are distributed amongstthree or four wheels that the effect of the overbalance on theboxes of all except the main wheels is just the same as it is onthe track, and that the steadying effect on the engine is obtainedat the expense of wear in the boxes. The wheel base on an en-gine is so long, compared to the distance from the center of theengine to the center of the cylinder, that a very small pressureon the hub is able to overcome a nosing motion much better thana balance weight, and probably with less wear. We are not, however, leaving engines entirely unbalanced. transversely except as an experiment, but are leaving from 1/100to 1/150 of the weight unbalanced transversely, and 1/400 un-balanced longitudinally with extremely satisfactory results; onepassenger engine has been entirely balanced longitudinallyand entirely unbalanced transversely. It is reported to be aperfect riding engine, and its balance is exactly the same asa 3-cylinder engine having two outside cranks each at rightangles to the inside crank, and otherwise unbalanced, so that ithas been shown that an engine of this kind would be entirelysatisfactory as far as the balancing is concerned. We are, however, using the system of balancing to reducethe action of the overbalance on the rail, and have adopted a ruleto balance the engine so that the overbalance in any one wheelshall not, if possible, exceed 1% of the weight on that wheel,and is limited to Ij4%. October. 1909. AMERICAN ENGINEER AND RAILROAD [OLRNAL. 101 The latter figure causes
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
