. Electric railway journal . y shoe to the properwheel. To do this the truckwould have to be jacked up andthe circumference of the wheelmeasured. There is danger thatthe wheel would be grounddown too much. The properremedy would seem to be toremove the axle from the carand to place it in the grinder,where the work could be prop-erly done and the diameters ofthe two wheels made exactly thesame. What is the average life of a13-in. cast-iron wheel on a 25-ton car when used in city andsuburban service? This is a rather difficult ques-tion to answer, as much dependson the number of stops per milean
. Electric railway journal . y shoe to the properwheel. To do this the truckwould have to be jacked up andthe circumference of the wheelmeasured. There is danger thatthe wheel would be grounddown too much. The properremedy would seem to be toremove the axle from the carand to place it in the grinder,where the work could be prop-erly done and the diameters ofthe two wheels made exactly thesame. What is the average life of a13-in. cast-iron wheel on a 25-ton car when used in city andsuburban service? This is a rather difficult ques-tion to answer, as much dependson the number of stops per mileand the care with which the mo-torman applies the brakes. Sta-tistics show that the averagemileage varies considerably, be-ing as low as 35,000 miles andas high as 55,000 miles. What is the advantage of a solid cast-iron zvheel over spokewheels, and for what weight car would you recommend one orthe other? For 25-ton cars and over the double-plate cast-iron wheel hassome advantages as a better distribution of metal in the wheel. Shelled-Out Cast-ironWheel (c) See that the percentage of brake pressure is in properrelation to the load on the wheels. (d) An important point is the manner of hanging the brake hangers are placed below a line passing through thecenter of the axle, parallel with the trucks, which allows thebrake to fall away from the wheel by gravity. This angle maybe made too large, so that with badly worn and loose parts theapplication of the brakes causes the shoe to crowd up againstthe wheel. This makes a toggle joint, producing excessive pres-sure on one pair of wheels in the truck and causing them tostop rolling while the other pair is still revolving. This is aprolific cause of slid flats and also results in excessive wheelwear. No doubt this peculiar condition has been noticed byrailway men. This reply has a direct relation to the earlierquestion on the variations in the life of the same manufactur-ers wheels under the same car. Are manufacturers of cas
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