Canadian foundryman (1917) . eafter the 50 ton carwas developed for the coal carrying It will be noted that the percentageof increase in the wheel is much lessthan for any other part of the car, andwhile the carrying capacity has increas-ed from 10 to 70 tons, or 600 rper cent,the weight of the heaviest M. C. B. 58 C A X A I) I A N FOIXD R Y M A N standard wheel has increased only 38per cent. This is a wonderful recordfor the performance of the wheel un-der adverse circumstances, when it isconsidered that not only has the capa-city been increased but the speeds atwhich trains are operated have
Canadian foundryman (1917) . eafter the 50 ton carwas developed for the coal carrying It will be noted that the percentageof increase in the wheel is much lessthan for any other part of the car, andwhile the carrying capacity has increas-ed from 10 to 70 tons, or 600 rper cent,the weight of the heaviest M. C. B. 58 C A X A I) I A N FOIXD R Y M A N standard wheel has increased only 38per cent. This is a wonderful recordfor the performance of the wheel un-der adverse circumstances, when it isconsidered that not only has the capa-city been increased but the speeds atwhich trains are operated have been in-creased 500 per cent. The ton miles perannum of the present 70 ton car is ap- back the flange dimension of 4 ft. 6 29-64ins. This insures that the relation ofthe back of the flange to guard rail re-mains the same as at present and nochange in track clearance is can, therefore, be no objectionfrom a track standpoint of making aliberal increase in the present flangethickness and we have received the ap-. Fl<;. 7. RELATIVE POSITIONS OF AND PROPOSED FLANOES WITH REFER-ENCE TO GUARD RAIL WHEN ONE FLANGE IS AGAINST THE RUNNING RAIL. proximately twenty times that of the 10ton car. which indicates the greater ser-vice given by the present wheel thanwas secured from any wheel during thepioneer days. It also plainly shows thatthe mere comparison of mileage is of novalue whatever unless the load carriedis taken into consideration. The Flange While the chilled iron wheel has al-ways met increased requirements by rea-son of the rapid increases in the capa-city of the cars, there is one part ofthe wheel that has received scant con-sideration, and that is the flange. Thedrawing, Fig. G. will indicate all thechanges that have been made since thewheel was first introduced, in the year1S50. During all the remarkable railroad de-velopment, one dimension in track struc-ture has remained constant. The spacebetween the running rail and guard railhas remained fixed a
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