. Railway mechanical engineer . ^ in.■driving wheels whereas the older engines have 22 in. by 28in. cvlinders with 1IV2 in. wheels. The new locomotives. 20,000 5 10 15 20 25 30 35 40 Speed-Miles PerHour Horsepower and Tractive Effort Curves 500 gives the results calculated from these and a number of othercards. Speed. Steam Mean effective Tractive Reverse m. p. h. pressure, lb. pressure, lb. effort, lb. lever notch Starting 198 Corner 200 65,230 Corner 193 60,600 5 200 52,290 9 2O0 11 200 39,940 10 199 33,700
. Railway mechanical engineer . ^ in.■driving wheels whereas the older engines have 22 in. by 28in. cvlinders with 1IV2 in. wheels. The new locomotives. 20,000 5 10 15 20 25 30 35 40 Speed-Miles PerHour Horsepower and Tractive Effort Curves 500 gives the results calculated from these and a number of othercards. Speed. Steam Mean effective Tractive Reverse m. p. h. pressure, lb. pressure, lb. effort, lb. lever notch Starting 198 Corner 200 65,230 Corner 193 60,600 5 200 52,290 9 2O0 11 200 39,940 10 199 33,700 12 200 31,300 12 Curves showing the horsepower and the tractive effortat various speeds were plotted from the indicator cards andthe dynamometer car records. As these curves are particu-larly interesting, one of them is shown. The recordedstarting tractive effort of 66,000 lbs. corresponds well withthe nominal rated tractive effort of 65,300 lbs. based on85 per cent of the boiler pressure. The maximum horse-power developed was 2,950. This corresponds to one horse-power for every 118 lbs. of the locomotive weight, a verysatisfactory prop
Size: 2188px × 1142px
Photo credit: © Reading Room 2020 / Alamy / Afripics
License: Licensed
Model Released: No
Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
