. Railway mechanical engineer . and economical, and thathigh-grade graphite may be substituted for the tallow. Arti-ficial graphite is manufactured in Germany both by intensivechemical treatment and by subjecting carbonaceous materialto the heat of an electric arc in a space from which air hasbeen excluded. The Time Lost in Slowdowns A Method of the Application of the Principles ofAcceleration Illustrated by a Typical Example BY WALTER V. TURNER, Eng. D.,Manager of Engineering, Westinghouse Air Brake Company WITH a train in steam road seriice, the maximum rate of change of velocity i
. Railway mechanical engineer . and economical, and thathigh-grade graphite may be substituted for the tallow. Arti-ficial graphite is manufactured in Germany both by intensivechemical treatment and by subjecting carbonaceous materialto the heat of an electric arc in a space from which air hasbeen excluded. The Time Lost in Slowdowns A Method of the Application of the Principles ofAcceleration Illustrated by a Typical Example BY WALTER V. TURNER, Eng. D.,Manager of Engineering, Westinghouse Air Brake Company WITH a train in steam road seriice, the maximum rate of change of velocity is considerably greaterduring the period of deceleration than during theperiod of acceleration. That it should be so, is quite e\-identfrom the fact that the accelerating force is secured from theengine alone and thus is limited by the weight on thedrivers times the coefficient of adhesion between the driverwheels and the rail; while the decelerating force is obtainedon the engine and car in the train, and consequently is. Miles Per —Train Resistance and Tractive Effort Curves only Lmited by the weight of the whole train times the co-efficient of adhesion between the wheels and the rail. The object of this paper is to compare acceleration withdeceleration in steam road ser\-ice, to compute the time lost bya slowdown, and to show how these determinations may bemade theoretically. For clarity, the following specific casewill be used: a Pacific type locomotive with 10 Pullmancars, decelerating from 70 to 30 miles per hour, imder brak-ing conditions mentioned later, then running at 30 miles perhour for a distance of ft. and finally accelerating atthe maximum rate possible with the given train and loco-motive from 30 to 70 miles per hour. The data are the following—one Pacific type locomotive,weight on drivers 173,000 lb., w-eight on front truck 50,000lb., weight on back truck 50,000 lb., weight of tender, loaded,133,200 lb., and weight of tender, empty, 6
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
