. The science of railways . oWsaJ ^ g O H ao t-i O OO Q« Q < cn OK o a. «o g o » CO i 576 APPENDIX E. o 8 1 i o § § l~ 1 s o i i •<r ■<r o o s i2 S B paO H O o « o o!z; -«! o n <! cc* 00 ■n 00 i. APPENDIX H. 577 Vertical curves are required on summits at all grade inter-sections not less than 50 feet in length for each charge ofone-tenth in rate of grade. In sags the rate of change should not exceed feetper station. In theory, the rate of change should be such asto maintain equality between the rolling resistance and theacceleration of gravity of each car throughout the varyin
. The science of railways . oWsaJ ^ g O H ao t-i O OO Q« Q < cn OK o a. «o g o » CO i 576 APPENDIX E. o 8 1 i o § § l~ 1 s o i i •<r ■<r o o s i2 S B paO H O o « o o!z; -«! o n <! cc* 00 ■n 00 i. APPENDIX H. 577 Vertical curves are required on summits at all grade inter-sections not less than 50 feet in length for each charge ofone-tenth in rate of grade. In sags the rate of change should not exceed feetper station. In theory, the rate of change should be such asto maintain equality between the rolling resistance and theacceleration of gravity of each car throughout the varyingrates of speed. RULING GRADES. Grades which limit the maximum weights and length oftrains, are termed Ruling Grades. Maximum grades, whichmay be operated by heavier engines, or by assistant engines,are not necessarily ruling grades. The economic value of changes in rates of grades is deter-mined by the relative total cost and number of trains, requiredon each rate of grade to transport the same number of carsand tons. The practical rule is as follows: Multiply the dailynumber of trains saved or added by the ascertained cost pertrain-mile, by the length of the division in miles, and by thenumber of d
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