File:The street railway review (1891) (14738484976).jpg

Identifier: streetrailwayrev06amer (find matches)
Title: The street railway review
Year: 1891 (1890s)
Authors: American Street Railway Association Street Railway Accountants' Association of America American Railway, Mechanical, and Electrical Association
Subjects: Street-railroads
Publisher: Chicago : Street Railway Review Pub. Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

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, thereby causing it toslip; the portion (c) would travel a less distance than itotherwise would, thereby causing it also to slip. The above is based on the supposition that the car wouldmove a distance equal to the circumference of the wheel at (^tH^5\ailw!ay-j^ylc^ 681 the point (b) in one revolution of the wheel. But this wasteof power due to slipping is very slight, for, considering thecoefficient of friction as .15, we find that for a ton mile theenergy lost by this slipping is .0104 H. P.; so small in factthat on account of other advantages it may be ignored. The experience of the Chicago City Railway Company,who first tried this form of head, has been that it saved car miles of this wheel is not known, but no doubt a greatamount of energy was lost before it had worn down to itsmost economical state. Fig. 6 shows a rail taken from .State street track aftereight years wear, during which time S,ooo,ooo car wheelspassed over it. Fig. 7 shows a rail when taken out after eleven years
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wear of both rails and wheels, increasing their life by about35 per cent. Why not in building a track put in rails whichare beveled to conform to that of the car wheel at the first,and not spend time and money wearing the wheel and raildown to fit each other? Fig. 5 shows a section of a new and old car wheel whichshows clearly the manner in which the tread of the wheelwill wear if used on a rail with no bevel. The record of wear. The rail should have been taken out three yearsprevious, but owing to impossibility of getting rails at thetime and the Worlds Fair coming at that time the track wasnot rebuilt. The true rate of wear cannot be found, as theflange of the wheel had begun to run on the flange of therail long before it was taken out. The dotted lines show aninteresting state of affairs. This section shows the weardue almost entirely to wagon traffic. 682 ^mcd/ll\ailiv!ciyj^eym/ Fig. S shows the rail used at the present time in our 7-inchconstruction with chairs or tie-plates. The

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