. Railway mechanical engineer . ee succeededin designing a No. 2 brake beam which, with certain limita-tions, has been accepted by the association as recommendedpractice on a close vote, 1,425 voting in favor of it, 673against it, with 1,399 votes necessarj for adoption. Thishas been accepted with the understanding that a future re-port will be made on the compression member and its at-tachment to the head and strut members. The beam is shownwith its details in Fig. 2. It is further understood that thisbeam is adopted only as a progress design, as the final re-quirements have not been worked o
. Railway mechanical engineer . ee succeededin designing a No. 2 brake beam which, with certain limita-tions, has been accepted by the association as recommendedpractice on a close vote, 1,425 voting in favor of it, 673against it, with 1,399 votes necessarj for adoption. Thishas been accepted with the understanding that a future re-port will be made on the compression member and its at-tachment to the head and strut members. The beam is shownwith its details in Fig. 2. It is further understood that thisbeam is adopted only as a progress design, as the final re-quirements have not been worked out by the committee. Nothird point suspension is shown. It is optional in providinga IJ/^-in. opening at the end of the strut casting for support-ing this portion of the beam by any means desired by anyroad, but that is not compulsor\- in the construction. Atabulation of the malleable brake heads which are being puton beams developed the fact that they weigh all the wayfrom 6,14 lb. to 21 lb. apiece. In tlie first case the shoe. tliin and worn vertical flanges of cast steel wheels to 15/16in. when worn thin and 1 in. when worn vertical, which isthe same as for wrought steel wheels. An additional paragraph was added under the headingmounting wheels, in the specifications for 33-in. cast ironwheels, as follows: The wheel face on all axles must beturned to a uniform diameter throughout the entire length ofeach wheel fit and must be smooth and free from ridges, soas to provide an even bearing for the wheel fit throughout. iFig 3—Cast-iron Wheel for Cars of Maximum Gross Weightto Exceed 210,000 lb. cracks and works out, and in the second case an unneces-sary amount of malleable iron is being purchased. In thedesign of the brake head, the pot-hook opening is shown atthe center as the committee feels that the center hanging iscorrect. However, an optional location shown by dottedlines in Fig. 2 for the pot-hook opening at the upper end ofthe head is permitted. The specifications and
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
