. American engineer and railroad journal . ntirely through, leaving only the lugsthemselves as a loss, rhese weigh but a few ounces. The pho-tographs illustrate construction. One road having theseshoes in use for three years has had no brake-shoe scrap dur-ing that time except trom the makes of shoes on foreign shoes are made in two parts, each with lugs at the centerand ends. These take the key in the usual way. When thefirst shoe is about two-thirds worn out it is removed from thehead and placed upon the face of a new shoe, which is thenkeyed in and the wear continued
. American engineer and railroad journal . ntirely through, leaving only the lugsthemselves as a loss, rhese weigh but a few ounces. The pho-tographs illustrate construction. One road having theseshoes in use for three years has had no brake-shoe scrap dur-ing that time except trom the makes of shoes on foreign shoes are made in two parts, each with lugs at the centerand ends. These take the key in the usual way. When thefirst shoe is about two-thirds worn out it is removed from thehead and placed upon the face of a new shoe, which is thenkeyed in and the wear continued until the oldshoe is gone and the new one two-thirds worn out. The backof the old shoe fits the face of the new one. Plain-faced shoesare provided for the initial application and for use on foreigncars equipped with shoes of other types. In contrast with thisshoe, the usual form is generally scrapped at from one-half toone-third its weight. Instead of having a clearance of one-eighth inch between the lug of the shoe and the brake head at.
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
