. Railway mechanical engineer . ngsin group ./ were built up of carbon spring steel, and were re-inove<l from several heavy Pacific type passenger locomotivesafter having been in service several months. Those in group Hwere new, with a vanadium content; and in assembling, theplates had been painted with a mixture of oil and in group C were old carbon steel springs which had beenreset, retempercd and the plates painted with a mixture of oiland graphite. .After an initial load of lb., equivalent to a 2s per centoverload, had been applied and removed three times the cambe
. Railway mechanical engineer . ngsin group ./ were built up of carbon spring steel, and were re-inove<l from several heavy Pacific type passenger locomotivesafter having been in service several months. Those in group Hwere new, with a vanadium content; and in assembling, theplates had been painted with a mixture of oil and in group C were old carbon steel springs which had beenreset, retempercd and the plates painted with a mixture of oiland graphite. .After an initial load of lb., equivalent to a 2s per centoverload, had been applied and removed three times the camberwas measured. The static load of 23,100 lb. was then appliedand the camber of the spring again measured. The deflectionsrecorded are the differences between the free camber and thatwith the static load applied. They varied from Ii in. to for group ./, the average being in. The deflections forgroup B are considerably greater and much more uniform thanthose for group .i, ranging from in. to in. and averaging. SEMI ELLIPTIC ST=HINEII -PLATES a FULL LENGTH Sx^tSTEEL■*B J^* CENTEJ^S LDADEO ^i^BAND OIL AND CTMPHITE BETWEEN FLATES-2DDaD APPLIED 3TIWEB BEFQUE TAKlNS READrNES Fig. 2 about in. The deflections for group C are stdl greater andmore uniform, varying from in. to in., the average in. It will be noted that the results obtained by this methodfor new springs with oil and graphite between the plates arefairly uniform while the variations in deflection of old springsare so great as to make the results practically worthless as ameans of checking individual springs with formulas or specifi-cations. The causes for these variations will be discussed more 162 RAILWAY AGE GAZETTE, MECHANICAL EDITION Vol, 89, No. 4 fully later on and attentinn is called tn tluni al this point onlyto show the unreliability ot data obtained in this manner. The results ot a better method of testing, and one which isquite generally used are shown in l-ig
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
