. American engineer and railroad journal . the strains to which it is subjected when the rim isleft uncut. The extent to which this practice may be used de-pends entirely upon the attitude of steel manufacturers. Itis well known that the shrinkage strains can be taken careof and that cast steel wheel centers of all diameters requiredfor locomotives have been made successfully in this manner forseveral years. HUBS. In order to prevent an excessive dish to the spokes we wouldrecommend that a standard distance of 55 inches between hubsbe adopted. This permits the use of a practically straight spo
. American engineer and railroad journal . the strains to which it is subjected when the rim isleft uncut. The extent to which this practice may be used de-pends entirely upon the attitude of steel manufacturers. Itis well known that the shrinkage strains can be taken careof and that cast steel wheel centers of all diameters requiredfor locomotives have been made successfully in this manner forseveral years. HUBS. In order to prevent an excessive dish to the spokes we wouldrecommend that a standard distance of 55 inches between hubsbe adopted. This permits the use of a practically straight spokewithout dish on the inside. In boring out the tires and in turning off wheel centers, awide-nosed tool should be used and care taken that the surfaceof the finishing cut Is not left in ridges. It has been observed thatwhen ridges are left they soon wear flat and decrease the originalshrinkage. Accurate measurements of tires after they have been in servicefor some time, especially when less than 2% inches in thick- 72 0077/ 993 •7/ 3S3. Standard bore 7i.°>ss~- ness, show that a rolling out or stretching of the tire occujrs, andfor reasonably heavy centers these figures would account morefor loose tires than any permanent set in the driving-wheelcenter. In Fig 8 is shown the exact caliper dimensions of the wheelcenters and tires which were reported loose on Atlantic engineshaving about pounds weight on drivers. These tires hadbeen previously shimmed, and contained liners between the tireand center .068 inch on the left and .050 inch on the right forthe entire circumference. Fig. 9 shows diameter of tires 2% inches thick, which had beenremoved from a similar engine. These diniensioas appear to con-firm the statement that considerable rolling out and stretchingoccurs when the tire becomes reduced in thickness , and it isespecially noticeable that this rolling action of the wheel is mostapparent on the outside of the tire where the wear of the railwould be the greate
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
