. American engineer and railroad journal . nclusionsmight be drawn from average results, and that transverse andtensile tests should be included. It was considered wise to makesimilar tests upon variations in the standard splice, in the hopethat this procedure would throw additional light upon the sub-ject. The tests were made in the presence of the full committeeat the C. B. & Q. Railroad Companys laboratory, Aurora, test samples were eight feet in length and were made fromselect second-hand, sound 5 by g-inch car sills. DROP TESTS. These tests were made on M. C. B. drop machine and r
. American engineer and railroad journal . nclusionsmight be drawn from average results, and that transverse andtensile tests should be included. It was considered wise to makesimilar tests upon variations in the standard splice, in the hopethat this procedure would throw additional light upon the sub-ject. The tests were made in the presence of the full committeeat the C. B. & Q. Railroad Companys laboratory, Aurora, test samples were eight feet in length and were made fromselect second-hand, sound 5 by g-inch car sills. DROP TESTS. These tests were made on M. C. B. drop machine and representconditions that cause the largest number of failures to sills inservice. The test was started, using a one-foot drop, and witheach succeeding drop raising the distance one foot. Data sheetA shows results of these tests. Comparing results of tests 1 to4 representing splices per Fig. 9-A; tests 13 to 16, representingsplices per Fig. 9-B; and tests 25 to 28, which were made withstraight sills without splice, we get the following:. OA/f J?2 F f*p CPr^Fr Figure 9-A 9-B Straight Sill TestNo. Failed atdrop of Test No. Failed atdrop of Test No. 25262728 Failed atdrop of 1234 11111 13141516 341 4 4445 Strength compared with 10 % Fic^. S-5> This shows that the splice made as per Fig. 9-B will stand 88per cent, of the abuse that solid sills will stand, while the splice 393 AMERICAN ENGINEER AND RAILROAD JOURNAL. made as per Fig. 9-A will stand only per cent, of the abusethat the solid sill will stand. Comparing the two kinds of splices,the splices Fig. 9-B are 375 per cent, stronger than Fig. 9-A. The weak place in the splice Fig. 9-A is the small cross-sectionat the ends; with splice Fig. 9-B we get practically the solid tim-ber to withstand the blows which occur in the bumping of cars. TRANSVERSE TESTS. These tests were made with supports seven feet apart. Thesplices made to Fig. 9-A give the largest deflections, while thestraight sill gives the least deflections. T
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