. The Street railway journal . eal of expenseand trouble for operators, and is one that can be partlyovercome by truck builders, if they give the proper atten-tion. It cannot, however, be entirely eliminated on accountof the great variation in loads carried on the cars, as theload will change the location of the brake-shoe on the , of course, refers to passenger cars only, where equal-izer or yoke springs are used. The truck builders in agreat many cases are at fault, because they design theirtruck and brake-rigging without allowing for any compres-sion in the springs. They could avo
. The Street railway journal . eal of expenseand trouble for operators, and is one that can be partlyovercome by truck builders, if they give the proper atten-tion. It cannot, however, be entirely eliminated on accountof the great variation in loads carried on the cars, as theload will change the location of the brake-shoe on the , of course, refers to passenger cars only, where equal-izer or yoke springs are used. The truck builders in agreat many cases are at fault, because they design theirtruck and brake-rigging without allowing for any compres-sion in the springs. They could avoid this effect by con-structing the truck to suit a given weight of car body (furn-ished by the builder of the car body or by the purchaser) andthen adding the weight of the average load of passengersto determine the proper location of the brake-shoe on thewheel. This, of course, is the position in which the shoe:s most of the time. The shoe and shoe head should be de-signed so that pressure would be applied to it in as nearly. brake-shoes kept a more uniform position and when worn outwere almost the same thickness throughout. On longer wheel base trucks, this spring deflection ismore serious, for on trucks of the M. C. B. design the springsare usually very long, and of course have a total deflectionin proportion. On these trucks no brake-beam is necessarywhere inside brakes are used, as a tie to hold the shoes inplace is all that is required. With this style of truck, twolive and two dead levers are used with a curved brake-hangers are usually connected with links directlywith the shoe-head and, as a rule, fastened towards the topof the head, but the same general conditions prevail in re-gard to shoe wear. The links should be started \yith aboutten degrees slant, so that the weight of the shoe and headhave a tendency to release the brake-shoes from the wheel,independently of any release or kick spring. The pivot pointone the brake-shoe head, in this style of brake r
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Keywords: ., bookcentury1800, bookdecade1880, booksubjectstreetr, bookyear1884
