. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . Detailed analysis and comparison of the two methods of figuring headway; one based upon closing up at stations, and the other upon running at Summary, of the results. For speeds below acritical value (which is higher as the trainlength is increased) the headway based uponclosing-up at stations will be larger and there-fore the determining value for the spacing oftrains. amount, unless the speed be lower thanthat ordinarily attained by the train atthe time it has accelerated a distance
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . Detailed analysis and comparison of the two methods of figuring headway; one based upon closing up at stations, and the other upon running at Summary, of the results. For speeds below acritical value (which is higher as the trainlength is increased) the headway based uponclosing-up at stations will be larger and there-fore the determining value for the spacing oftrains. amount, unless the speed be lower thanthat ordinarily attained by the train atthe time it has accelerated a distanceequal to its length. Under such a con-dition, after the train has attained it. thisspeed must be continued for the rest ofthe train length, which of course, length-ens the time for the train to move fromrest a distance equal to its own explains why as the speed decreasesbelow a certain critical point, the curvesfor Hs (sheet 3) and for (Hs-Twi sheet2. turn to the right, indicating increasingheadways for decreasing speeds. For atrain of zero length, the time to acceler-ate the distance is, of course, also zero,and therefore the Hs curve for this lengthof train does not swerve to the right, but fVurrtoH Bcrurt-H 5pcco z\d rir hi* rttf
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Keywords: ., bookcentury1900, bookdecade1900, bookidrailwaylocom, bookyear1901
