. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ut enough to eliminate slipping. Thiscurve shows the natural characteristics which obtain withincreased speed up to 35 miles per hour. Inter-relatingthe Booster with limited full gear cut-off into a Mikadoengine of the new design, consuming approximately thesame steam consumption, results in the tractive curveB. At 20 miles per hour, the power of this new engine per cent over the previous engine and if this engineis operated on full gear cut-off at start, it would deliverclose to 70,000
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ut enough to eliminate slipping. Thiscurve shows the natural characteristics which obtain withincreased speed up to 35 miles per hour. Inter-relatingthe Booster with limited full gear cut-off into a Mikadoengine of the new design, consuming approximately thesame steam consumption, results in the tractive curveB. At 20 miles per hour, the power of this new engine per cent over the previous engine and if this engineis operated on full gear cut-off at start, it would deliverclose to 70,000 lbs. tractive effort and, having the sameweight on drivers, would ordinarily upset the locomo- tive equation in that it would be a very slippery engineand a great deal of trouble would be experienced. By the application of the Booster with limited full gearcut-off, one can readily see what a beautiful starting en-gine this is and, it will be noted, the starting power ishigher than could possibly be attained, if the full gearcut-off was carried, as mentioned above, and if the en-gine did not Chart No. 4 Chart No. 5 shows the rotative effort curve or torquecurve of the Mikado engine represented by curve A,at start, which shows that the peak is per cent overthe mean. If the new locomotive is started in full gearcut-off, as represented by the dotted line on curve B,chart No. 4, this same rotative effort curve would exist. When the limited cut-off is designed into the enginewith the Booster, the rotative effort curve experiencedis along the line as shown by Chart No. 6, and exertsas much power at zero speed as curve A. This may betaken as the best possible rotative effort curve, with theminimum full gear cut-off, as can be obtained with a twocylinder, 90° engine. As one is for 90 per cent and the other for 50 per centcut-off, anything in between these two cut-offs will givea definite rotative effort curve at start which will be bet- April, 1924 RAILWAY AND LOCOMOTIVE E
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Keywords: ., bookcentury1900, bookdecade1900, booksubjectrailroa, bookyear1901
