. The Street railway journal . FIG. 3 ning period). The average tractive force due to acceleration, plusor minus gravity, was lbs., leaving lbs. as the tractiveforce at the draw-bar of the locomotive on the level at a constantspeed. From the Prony brake test the tractive force at the treadof the wheel for a current of amps, was 340 lbs., leaving 80lbs. as the locomotive losses, in which are included journal and smaller current corresponds to a higher speed. There does notseem to be any definite relation between the locomotive lossesand the speed as in the case of starting from
. The Street railway journal . FIG. 3 ning period). The average tractive force due to acceleration, plusor minus gravity, was lbs., leaving lbs. as the tractiveforce at the draw-bar of the locomotive on the level at a constantspeed. From the Prony brake test the tractive force at the treadof the wheel for a current of amps, was 340 lbs., leaving 80lbs. as the locomotive losses, in which are included journal and smaller current corresponds to a higher speed. There does notseem to be any definite relation between the locomotive lossesand the speed as in the case of starting from rest. TRACTIVE RESISTANCE PER TON OF TRAIN From Figs. 2, 3 and 4, the tractive resistance per ton of train, in- June, 1899.] STREET RAILWAY JOURNAL. 393 eluding air resistance, was also arrived at. In arriving at the tractiveforce per ton at starting, it was necessary to consider the length ofthe train in passing this was allowedfor in the following manner: The speed, draw-bar pull and tract-ive fo
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Keywords: ., bookcentury1800, bookdecade1880, booksubjectstreetr, bookyear1884
