. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . s which are generallyset at right angles to each other, or at90 degs. apart. Continued experimentshave demonstrated the fact that these ac-cumulated disturbances may be almostcompletely overcome by increasing theweight in the rim of the wheel oppositeto the crank or crank pin. Mr. Roger Atkinson, the well-knownengineering writer, conducted extensiveexperiments several years ago and for-mulated methods for ascertaining thenecessary amount of counterbalance foreach class of locomotive. The Atki
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . s which are generallyset at right angles to each other, or at90 degs. apart. Continued experimentshave demonstrated the fact that these ac-cumulated disturbances may be almostcompletely overcome by increasing theweight in the rim of the wheel oppositeto the crank or crank pin. Mr. Roger Atkinson, the well-knownengineering writer, conducted extensiveexperiments several years ago and for-mulated methods for ascertaining thenecessary amount of counterbalance foreach class of locomotive. The Atkinson counterbalancing a consolidation engine: Piston 525 lbs. Crosshead and pin 232 Little end of main rod 239 Total 996 lbs. Assuming that the ratio of the distancele centre of the axle and thecentre of the crank pin is as 2 is to 3,hence 996 X 2 -r- 3 = 664 lbs. Coming to the revolving weights thefollowing are the exact amounts foundon the engine referred to: — 31 t i. ~ a — -3 - 2 si lbs. lbs. lbs. lbs. Side rod . 97 231 284 99 Ya, of 664 lbs. 166 166 166 166 Big end . 485 263 397 935 265. N. Y., N. H. & H. ELECTRIC. RUNS WITH A. C. OVERHEAD THIRD RAIL. method may be briefly summarized as be-ginning with an exact weighing of thevarious connecting parts. The rods tobe weighed centrally, that is, the rodshould be balanced on its centre and eachend weighed separately, care being takento observe that the total of the weightsof the separate ends agrees with the en-tire weight of the rod. With theseweights carefully ascertained the crankand its hub may be counterbalanced sepa-rately by experimental loading of thewheel moving the wheel on level rails,and observing that the wheel ceases tomove when the crank and counterbalanceare at the forward and back centresrespectively. The following statement may be reliedupon as a just estimate of weighing and AND WITH D. C. OX Of the actual weights upon the engineon which Mr. Atkinson experimented theweights already attached to the wheels
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