. American engineer and railroad journal . ility of error due to the springing of parts in taking themeasurements. Fig. 3 shows the methods of^measuring elonga- January, 1898. AND RAILROAD JOURNAL. 29 tions. The deflections were all plotted in curves, and these indi-cate that the elastic limit of the transom and bolster when takentogether is about 145,000 pounds. This would give a factor ofsafety of nioro than two before the elastic limit is reached undera load of 00 tons on both trucks. The results show the elonga-tion of the frame for a load of 155,000 pounds to be of aninch in the bot
. American engineer and railroad journal . ility of error due to the springing of parts in taking themeasurements. Fig. 3 shows the methods of^measuring elonga- January, 1898. AND RAILROAD JOURNAL. 29 tions. The deflections were all plotted in curves, and these indi-cate that the elastic limit of the transom and bolster when takentogether is about 145,000 pounds. This would give a factor ofsafety of nioro than two before the elastic limit is reached undera load of 00 tons on both trucks. The results show the elonga-tion of the frame for a load of 155,000 pounds to be of aninch in the bottom and in the top of the frame, and in sub-sequent tests it was found that there was no permanent set inthis respect even under loads of the full capacity of the machine,300,000 pounds. Tests of the tender bolster alone .showed the elastic limit to beabout 155,000 pounds and at a load of 150,000 pounds the deflec-tion was but one-quarter of an inch. Under a load of 180,000pounds the deflection of the bolster was inch. The top. js! ;^ \of rcmnomcfime. ^^ _, ,S_ f ; BAiC OfnACtllNC. * • Fio-. 2.—The Method of Testing Tender Bolster and Transom. view of Fig. 3 shows the deformation of the bolster, the dottedlines showing the outline before the loading. The freight car truck frame, being identical in form with theother frame, it was not tested. Tlie freight car bolster was testedand it was thought desirable to change the locations of some ofthe openings in order to strengthen it, though it was not con-sidered really necessary to do so. The outline of this bolster be-fore and after loading is shown iu the lower view of Fig. 3. Themaximum total load on the freight bolster was 166,200 poundsand the deflection was inch. The tests as a whole prove
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
