. Railroad construction, theory and practice; a text-book for the use of students in colleges and technical schools . 426 RAILROAD CONSTRUCTION. §396. ing action in the journals is thus practically avoided, since asmall pressure at the journal-boxes at each end of the axlesuffices to keep the axle truly in line. fe Q a Fig. On the other hand, when the wheels are rigidly attached totheir axles, both wheels must turn together, and when roundingcurves, the inner rail being shorter than the outer rail, onewheel must slip by an amount equal to that difference of amount of this slip
. Railroad construction, theory and practice; a text-book for the use of students in colleges and technical schools . 426 RAILROAD CONSTRUCTION. §396. ing action in the journals is thus practically avoided, since asmall pressure at the journal-boxes at each end of the axlesuffices to keep the axle truly in line. fe Q a Fig. On the other hand, when the wheels are rigidly attached totheir axles, both wheels must turn together, and when roundingcurves, the inner rail being shorter than the outer rail, onewheel must slip by an amount equal to that difference of amount of this slip is readily computable: Longitudinal slip 2na 360 5(^2-^1) = (102) In which C is a constant for any one gauge, and .g= the track^auge = (r2—ri). For standard gauge () the shp is .08218foot per degree of central angle. This shows that the longitu-dinal slipping around any curve of any given central angle willbe independent of the degree of the curve. The constant (.08218)here given is really somewhat too small, since the true gaugethat should be considered is the. distance between the lines oftread on the rails. This distance is a somewhat indeterminateand variable quantity, and probably averages fset, whichwould increase the constant to .086. The slipping may occurby the inner wheel slipping ahead or the outer
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