. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . FIG. 30. H.\LF CK.\ the engine, and from suggestions madeby numerous motive power officials, itwould seem reasonable to recommendthat the working stress should be 4,000lbs. per square inch of section for straightdrawbars. When large offsets occur,concessions in the factor of safety mustbe made, and in such cases it would bercaonable to set 12,000 lbs. per sq. the maximum permissible lbs. per sq in., as the prob-able ultimate strength for repeatedstresses of tensio
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . FIG. 30. H.\LF CK.\ the engine, and from suggestions madeby numerous motive power officials, itwould seem reasonable to recommendthat the working stress should be 4,000lbs. per square inch of section for straightdrawbars. When large offsets occur,concessions in the factor of safety mustbe made, and in such cases it would bercaonable to set 12,000 lbs. per sq. the maximum permissible lbs. per sq in., as the prob-able ultimate strength for repeatedstresses of tension, this would indicatethat the strength of the drawbar is from7 times to 2 J times the tractive powerof the engine. Considering the bufling feature or thecompressive stresses Mr. Bartlett saidthat no form of spring buffer had provedthoroughly successful. He questionedthe soundness of the principle upon whichthis form of design now stands. Thepresence of the spring means a spacebetween engine and tender, and as thespring is inadequate the space simply be-comes slack or just that much lost mo-tion. He thought we should ben
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Keywords: ., bookcentury1900, bookdecade1900, booksubjectrailroa, bookyear1901
