. American engineer and railroad journal . Jj Differcnt-c £3- lU Fig- 3- Referring to fig. 3 we find : f Maximum tiotween flansjes 4—.55^ •nr ,,,„ ! ^s of wheel Hauge vM. C. B. Section) I14 [ Total 4-7 f Dif^tance A from guard rail to wins of froK 4—.5 Track J Distance i? between wing of frog and frog point ... 1-^ 4-8K 1 [ Total 4—69i Difference, Si inch. This, it will oe , is not in keeping with good prac-tice, for it allows a wheel mounted lo the maximum limit tostrike a frog point on 4 ft. 8^ in. track with a full i in. ofwheel, and clearly explains why frog points are s
. American engineer and railroad journal . Jj Differcnt-c £3- lU Fig- 3- Referring to fig. 3 we find : f Maximum tiotween flansjes 4—.55^ •nr ,,,„ ! ^s of wheel Hauge vM. C. B. Section) I14 [ Total 4-7 f Dif^tance A from guard rail to wins of froK 4—.5 Track J Distance i? between wing of frog and frog point ... 1-^ 4-8K 1 [ Total 4—69i Difference, Si inch. This, it will oe , is not in keeping with good prac-tice, for it allows a wheel mounted lo the maximum limit tostrike a frog point on 4 ft. 8^ in. track with a full i in. ofwheel, and clearly explains why frog points are so ditlicult lomaintain even on 4 ft. 9 in. track. The maximum limit of4 ft. 5i in. as originally adopted in 188fi was more in keepingwilh the usualhf well-considered actions of the change to 4 ft. 51 in. was made in 1S8T. Those allowinffthis lo gothrough cither diil not understand the importance ofthe maUer, or were considering the interests of the rojdsusing 4 ft. 8i in. gauge. If we mount wheels beyond a 4 Fig. 4. .)^ in. limit, Ihe whe<d will comcwilh full force against thefrog point, not only ruining the point, but if the guard-rail and out of position, or if 4 ft. oi in. is exceeded, thereis a strong probability of the wheels taking Ihe wrong side ofthe frog point and ditching the I rain. Let us now consider how this question may be affected l)y avarying section of wheel. It should be borne in mind thaithe Master Car-Builders Association has no maximum flangegauge, althougli they do have a minimum. In purchasingcast-iron wheels we have at times found such variations in thetliickness of flanges, even when the patterns are all idenlicalwilh that used on the Chicago, Burlington & Quiney Rail-road, that we have found it necessary to adopt a maximum aswell as a minimum flange gauge for new wheels. (Figs. 4and .5 repiesent these gauges.) Flanges that will not Take themaximum gauge (fig. 4) are not accepted, and flanges thatwill take th
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
