102 DUDLEY. 



not made any noticeable difference in the stresses whether it was 

 up or down on the N. Y. C. & H. R. R. R. locomotives de- 

 signed for the high-speed trains. This statement must only be 

 taken as applying to the conditions under which these experi- 

 ments have been made. 



For the fast trains the locomotives will be photographed 

 as they pass over the Stremmatograph in the track, and as this 

 must be done nearly on the side it is much more difficult than 

 taking the locomotive on an angle head on, as in the case of 

 those shown of the *' Empire State Express." 



Stresses in track No. i, 5^-inch 80-pound rail, engine No. 

 901, with train; speed 20 miles per hour : 



Compression in front of pilot, 2,362 lbs. 



Tension under front truck wheel, 11,574 



Compression between truck wheels, 4,724 



Tension under rear truck wheel, 6,849 



Compression between truck and front driver, 5, 905 



Tension under front driver, 12,046 



Compression between front and rear driver, 9,448 



Tension under rear driver, 1 4? 1 7 2 



Compression between driver and tender wheel, 3,779 



The rail in this case is the outside one on the curve and in a 

 number of records the stress under the front truck wheel of 

 passenger locomotives have been much higher than in the rear 

 wheel of the same truck, especially on outside rail on a curve. 



In static tests the front truck wheel almost invariably shows 

 larger proportional stress than the drivers. 



Stresses in 100-pound rail under the "Empire State Ex- 

 press," engine No. 870 and four cars, leaving Grand Central 

 Yard, speed 10 miles per hour. 



Compression in front of pilot, 1,322 lbs. 



Tension under front truck wheel, 5)947 



Compression between truck wheels, 15652 



Tension under rear truck wheel , 3 ,304 



Compression between truck and front driver, 3,i39 



Tension front driver, 8,425 



Compression between drivers, 2,478 



