. The Street railway journal . 100 NO 300 tl« FIG 4 —SPEED-ENERGY CURVES Distance, 2000 ft, Friction, 15 lbs. per (on. FIG. 5.—SPEED CURVES Distance, 2000 ft. Time, 75 seconds. Friction,15 lbs. per ton. Braking effort. 150 ton. FIG. 6.—ENERGY CURVES ON ARTI-FICIAL PROFILE Distance, 2000 ft. Time, 75 seconds. Startinggrade of 4 per cent. Tractive effort of mo-tor, 100 lbs. per ton. Friction 15 lbs. perton. Braking effort, 150 lbs. per ton. require some finite rate of acceleration at a maximum. This ispointed out in Fig. 3, where for a run in 210 seconds the maximumrate of acceleration p
. The Street railway journal . 100 NO 300 tl« FIG 4 —SPEED-ENERGY CURVES Distance, 2000 ft, Friction, 15 lbs. per (on. FIG. 5.—SPEED CURVES Distance, 2000 ft. Time, 75 seconds. Friction,15 lbs. per ton. Braking effort. 150 ton. FIG. 6.—ENERGY CURVES ON ARTI-FICIAL PROFILE Distance, 2000 ft. Time, 75 seconds. Startinggrade of 4 per cent. Tractive effort of mo-tor, 100 lbs. per ton. Friction 15 lbs. perton. Braking effort, 150 lbs. per ton. require some finite rate of acceleration at a maximum. This ispointed out in Fig. 3, where for a run in 210 seconds the maximumrate of acceleration possible is .175 miles per hour per second, cor-responding to 24 lbs. per ton. No train in practice would re-quire such a long time as 210 seconds, nor would it be possible tomake a run of 2000 feet in 41 seconds, but these curves havebeen carried out to show the limits for a given set of conditions. As the energy lost in braking is proportional to the square ofthe speed when the brakes are applied, the curve A—B, Fig.
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Keywords: ., bookcentury1800, bookdecade1880, booksubjectstreetr, bookyear1884
