. Railway mechanical engineer . engine resistance = 6,593 lb. lb. Net available tractive effort = 13,022 lli Available tons back of drawbar for 70-ton cars U-iirve, ■^imU- and friction) ( -f + 6) as above^^ = .591 tons Ton-miles per hour (a) 35 mph x 917 tons = 32,095 ton-miles (b) 45 mph x 591 tons = 26,.S95 ton-miles 3^09^In favor of 35 miles per hr.: ——^ — 1 =: 20 per ROAD TESTS FOR DETERMINING FRONT ENDCONDITIONS Tlu BY E. S. BARNLIM liroiilem of proper drafting has been a li\ e subject since the locomotive was in its infancx. It is doubtful if we couldfind
. Railway mechanical engineer . engine resistance = 6,593 lb. lb. Net available tractive effort = 13,022 lli Available tons back of drawbar for 70-ton cars U-iirve, ■^imU- and friction) ( -f + 6) as above^^ = .591 tons Ton-miles per hour (a) 35 mph x 917 tons = 32,095 ton-miles (b) 45 mph x 591 tons = 26,.S95 ton-miles 3^09^In favor of 35 miles per hr.: ——^ — 1 =: 20 per ROAD TESTS FOR DETERMINING FRONT ENDCONDITIONS Tlu BY E. S. BARNLIM liroiilem of proper drafting has been a li\ e subject since the locomotive was in its infancx. It is doubtful if we couldfind a roundhouse foreman xvho did not think he could give thelast word on the proper way to make a locomotive steam. How-ever, when his practice was analyzed, it would be found thatin 99 caies out of 100, the exhaust nozzle had been so muchreduced that the locomotive could not help steaming. Reduc-tions in the size of the exhaust nozzle are usually made withoutregard to the high back pressure caused in the cylinders, which. means a logy engine and an increase in the coal consumption. On a very fexv of the largest railroads, having a testing plantor access to such facilities, front end arrangements can be triedout and standards established for the various classes which willgive satisfactory and economical results. But how are roadswithout access to such facilities to obtain indication of anyaccuracy as to the efficiency of front ends? A possible answer isthat it is imnecessary, as the locomotive builders take care of thedesign and furnish front ends which fulfill the conditions;but it xvould not take a very deep or extensive investigation todisprove this. The most satisfactorx- method is to make road tests underservice conditions. If the underlying principles are well under-stood, reliable data can be secured with the help of not morethan two observers using very simple and inexpensive conditions do not have to be disturbed in the least. The front end do
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
