. The Street railway journal . ournal proper, but the end thrust surfaces as well. Thedesign also provides thrust surfaces at each end of eachjournal, with the result that all end motion is taken up onboth side frames instead of pressing against one only andtending to spread them apart. Fig. 12 shows a form ofjournal in which this last point was neglected, and whichdemonstrates by the excessive wear on the inner ribs ofyoke and box the necessity for ample provision for endthrust. The design of brake rigging for interurban trucks ismuch complicated by the large space occupied by the heavvmotors
. The Street railway journal . ournal proper, but the end thrust surfaces as well. Thedesign also provides thrust surfaces at each end of eachjournal, with the result that all end motion is taken up onboth side frames instead of pressing against one only andtending to spread them apart. Fig. 12 shows a form ofjournal in which this last point was neglected, and whichdemonstrates by the excessive wear on the inner ribs ofyoke and box the necessity for ample provision for endthrust. The design of brake rigging for interurban trucks ismuch complicated by the large space occupied by the heavvmotors in use. While air is now almost universally ap-plied, all roads expect to install and occasionally use thehand brakes. To go in detail into the theory of the proportioning of brake rigging would occupy more space thanwould be appropriate here. A very able discussion of thissubject by R. A. Parke can be found in proceedings of theNew York Railroad Club for Nov. 18, 1897. Any brake rigging should provide for the equalization of. FIG. 14.—INSIDE BRAKE RIGGING the pressure on all wheels. A partial exception to thismight be made in the case of the sway-bar in the handrigging when placed on cars in conjunction with air orother power brakes for use in case of their failure only. Theusual plain sway-bar, Fig. 13A, is so much simpler than thedouble or equalizer bar, Fig. 13B, and works with so muchless friction that it is not advisable to incur the extra com- October 4, 1902.] STREET RAILWAY JOURNAL. plication for a brake which is to be used in emergenciesonly. The rigging of each truck should, however, be pro-vided with dead or equalizing levers, as shown in Fig. 14,to increase the leverage on the shoe A enough to compen-sate for the direct pull on the head of the live lever trans-mitted to the shoe B. For successful operation, the hand-brake rigging, and toa less extent any power brake, must be very direct in itsaction in all parts. The fewer the parts and joints that gointo its ma
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Keywords: ., bookcentury1800, bookdecade1880, booksubjectstreetr, bookyear1884
