. Steel rails; their history, properties, strength and manufacture, with notes on the principles of rolling stock and track design . SET LOAD 3V4 FREE 1 /4 2I670 5/8 27 300 -H4ir-Hlr<- SPRING SET LOAD 4Vt- FREE 2 20650 14b 25BIZ Fig. 18. — Locomotive Driving Wheel Springs. PRESSURE OF THE WHEEL ON THE RAIL 49 Q lOOOO < o Fig. 19. Fig. 17 shows that this curve practically coincides with the profile of therail. It is hardly conceivable, therefore, that the wheel can leave the rail whenpassing from one depression to another, as the action of the springs, as wellas the resilience of th
. Steel rails; their history, properties, strength and manufacture, with notes on the principles of rolling stock and track design . SET LOAD 3V4 FREE 1 /4 2I670 5/8 27 300 -H4ir-Hlr<- SPRING SET LOAD 4Vt- FREE 2 20650 14b 25BIZ Fig. 18. — Locomotive Driving Wheel Springs. PRESSURE OF THE WHEEL ON THE RAIL 49 Q lOOOO < o Fig. 19. Fig. 17 shows that this curve practically coincides with the profile of therail. It is hardly conceivable, therefore, that the wheel can leave the rail whenpassing from one depression to another, as the action of the springs, as wellas the resilience of the rail, which would tend to prevent this, are neglected inthe preceding discussion. Effect of Rocking of the Engine The pressure caused by the rocking of the engine on its springs can bestbe determined by observing the amount the springs deflect under their load. By referring to Plates XX and XXI, it will be seen that the wear of theguides of the driving boxes will give a means of telling how much the springsdeflect. The maximum amount of wear ^oooois probably about one inch. Turning toFigs. 18 and 19, which show the springsused for the locomotive drivers, we seethat the depression of th
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Keywords: ., bookcentury1900, bookdecade1910, bookidsteelrailsth, bookyear1913
