. American engineer and railroad journal . DRIVING AXLE-BOX FOR .AMERICAN EXPRESS PASSENGER ^LOCOMOTIVE. shown. The ends of the springs which do not engage withthe compensating beam nuist be provided with suital)le forgedhangers, as shown. Tlu; whole of the spring gear to be forgedin a sound manner, free from all defects whatsoever. Thespring and compensating beam brackets to be attached to theframe by j-in. turned cold rivets of best Yorkshire iron, havinga tensile breaking strength of not less than 22 tons per squareinch, with an extension of not less than 30 per cent, in 2 in. CUANK-PINS. T
. American engineer and railroad journal . DRIVING AXLE-BOX FOR .AMERICAN EXPRESS PASSENGER ^LOCOMOTIVE. shown. The ends of the springs which do not engage withthe compensating beam nuist be provided with suital)le forgedhangers, as shown. Tlu; whole of the spring gear to be forgedin a sound manner, free from all defects whatsoever. Thespring and compensating beam brackets to be attached to theframe by j-in. turned cold rivets of best Yorkshire iron, havinga tensile breaking strength of not less than 22 tons per squareinch, with an extension of not less than 30 per cent, in 2 in. CUANK-PINS. The crank-pins are to be of the best Yorkshire iron properlycase-hardenecl on the wearing surface. The hole in the wheelis to be parallel as shown ; the jiins are to be accurately fittedand pressed into the wheels before the tire is .shrunk on byhydraulic! i)()wer of not less than 30 tons, and riveted over onthe insi<le. (Pottered washers arc to be placed on the ends asshown on detail draw ing. The chief differences in the construction
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
