. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . 17,100 673 442 23,500 40 577 396 24,800 None hW 4116 17,700 None 649 435 18,300 10 W> 437 23,400 None 660 454 24,800 27 cracks, sometimes nearly encircling thewheel ; also, as would be expected, thelighter-weight wheels fail with smallerapplication of energy than the heavierwheels. To show the relative ability of differentweights of the arch-plate type wheel towithstand the effects of temperature gra- 160 RAILWAY AND LOCOMOTIVE ENGINEERING June, 1922 clients, a special table was also
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . 17,100 673 442 23,500 40 577 396 24,800 None hW 4116 17,700 None 649 435 18,300 10 W> 437 23,400 None 660 454 24,800 27 cracks, sometimes nearly encircling thewheel ; also, as would be expected, thelighter-weight wheels fail with smallerapplication of energy than the heavierwheels. To show the relative ability of differentweights of the arch-plate type wheel towithstand the effects of temperature gra- 160 RAILWAY AND LOCOMOTIVE ENGINEERING June, 1922 clients, a special table was also it are given the unit strains due tointernal stress 40 minutes after the startof the tests. The unit strains at that timewere averaged as shown for each of thetypes tested. Then, by using the averageunit strain as found in the 62S-pound B. type of wheel as a basis for com-parison, the relative average strains at theend of 40 minutes of heating are given inthe table. It is evident that the 850-ponndM. C. B. (arch plate) was best able, whilethe 7S0-pound single plate was least able. CROSS SECTION AND STRESS AND TEMP-ERATURE GRADIENTS FOR WHEELS OFTHE 750 POUND SINGLE PLATE TYPE to withstand the special Bureau thermaltest. In the case of the single-plate wheelthis does not necessarily indicate that thistype would be least satisfactory in service,a.^ was indicated above. By plotting theaverage unit strain against the weight ofwheel adapted for the arch-plate pattern the effect of the additional weight becomesapparent. Since only two 625-pound andtwo 6S0-pound arch-plate wheels were test-ed and each of these types were furnishedby different foundries, the averages givenfor them should be given less weight thanthe remaining three weights, namely. 700,775 and 850 pounds. Taken from developed the relative strains arch-plate type of wheel are as fellows : 625 pound 100 650 86 700 69 775 57 850 51 ! .0035j 0030! .0015 oozo bSO 150 850 Wheel Weight-Rju
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