. Steel rails; their history, properties, strength and manufacture, with notes on the principles of rolling stock and track design . the massto be lifted. * An Experimental Study of the Effect of the Counterbalance in Locomotive Drive-wheelsupon the Pressure between Wheel and Rail. — Goss. Trans. Am. Soc. of Mech. Engrs., Vol. XVI,1895, p. 305. PRESSURE OF THE WHEEL ON THE RAIL 63 Wires III, IV, and V show the more marked lifting effects, due to increased A light nick from a sharp chisel was made across the face of the wheel toserve as a reference mark, which left a clean-cut projection upon t
. Steel rails; their history, properties, strength and manufacture, with notes on the principles of rolling stock and track design . the massto be lifted. * An Experimental Study of the Effect of the Counterbalance in Locomotive Drive-wheelsupon the Pressure between Wheel and Rail. — Goss. Trans. Am. Soc. of Mech. Engrs., Vol. XVI,1895, p. 305. PRESSURE OF THE WHEEL ON THE RAIL 63 Wires III, IV, and V show the more marked lifting effects, due to increased A light nick from a sharp chisel was made across the face of the wheel toserve as a reference mark, which left a clean-cut projection upon the wire. Itwas found at high speeds that the single nick across the face of the wheel leavestwo projections upon the wire, usually about one-eighth of an inch apart. Thecontact between the wheel and the track would evidently appear, therefore,not to be continuous, but a succession of exceedingly rapid impacts. ProfessorGoss derived the following conclusions from his experiments: miles per Iiour-312 revolutions perc„7„ Length One divislon=S Scale Thichneas Onedivision = .Ol %Ly ffd.) mieel (7) Position Q% (?-4. Professor Goss. (a) When a wheel is lifted through the action of its counterbalance, itsrise is comparatively slow and its descent rapid. The maximum lift occursafter the counterbalance has passed its highest point. (b) The rocking of the engine on its springs may assist or oppose the actionof the counterbalance in lifting the wheel. It therefore constitutes a seriousobstacle in the way of any study of the precise movement of the wheel. (c) The contact of the moving wheel with the track is not continuous, evenfor those portions of the revolution when the pressure is greatest, but a rapidsuccession of impacts. 64 STEEL RAILS The question of impact has received a great deal of attention from bridgeengineers. Recent work in this direction consists of a large number of experi-ments that were made on the Baltimore and Ohio Railroad by a subcommitteeof the Amer
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