. Steel rails; their history, properties, strength and manufacture, with notes on the principles of rolling stock and track design . 70 61 289 289108 108 108 108289 108 108 108 a = pounds persquare iucli produc-ing 1 inch depres-sion in ballast. Inside angle ; lulside angle angle bar.(tulside angle bar. Inside angle bar. I lul side angle angle angle bar. Sellew, Steel Rails. • Iatermediat a ties. t Joiat ties. Note.—Columns 26 and .27 are,shown ir nits, the original table not indicating what n STRESSES IN THE RAIL 219 * Experiments were made by the
. Steel rails; their history, properties, strength and manufacture, with notes on the principles of rolling stock and track design . 70 61 289 289108 108 108 108289 108 108 108 a = pounds persquare iucli produc-ing 1 inch depres-sion in ballast. Inside angle ; lulside angle angle bar.(tulside angle bar. Inside angle bar. I lul side angle angle angle bar. Sellew, Steel Rails. • Iatermediat a ties. t Joiat ties. Note.—Columns 26 and .27 are,shown ir nits, the original table not indicating what n STRESSES IN THE RAIL 219 * Experiments were made by the Ordnance Department, U. S. Army, duringthe month of October, 1893, on the track of the Chicago, Burlington and QuincyRailroad, at Hawthorne, 111. The experiments consisted of measuring the depression of the rails underthe weights of different classes of locomotives, and the fiber stresses developedin the base of the rail. For the purpose of observing the depression of the rails, bench marks wereestablished on a row of stakes driven alongside the rail, 31 inches distant from DEPRESSIONOF RAIL STRAINS INBASE OF RAIL5 LENGTH. COMPRESSION Fig. 159. — Railroad Track Experiments, Boston and Albany R. R. it. A beam carrying a micrometer and an astronomical level bubble were usedin observing the depression of the rail (see Fig. 160),first measuring the height,using points on the outer flange, when the rail was unloaded, and repeating theobservations when the engine was standing on the track. It was found that the roadbed in the vicinity of the locomotives was sensiblydepressed and that the bench marks were within the influence of that was possible to detect a depression of the roadbed as far as 91 inches from thelocomotive at the side of the track. A correction for the depression of the bench marks was obtained by meansof a cantilever supported 10 feet from the track, and the total depression of * House Executive Documents, 3rd Session, 53rd Congress, 1894-95, Vol.
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Keywords: ., bookcentury1900, bookdecade1910, bookidsteelrailsth, bookyear1913
