. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . Weight of Loaded Car 208,000 Lbs. Nominal Braking Power Empty Car Std. tO/cBrake Rigging Efficiency 85% Loaded Car Std. Average Coefhcient Friction 15/( * Emptv Car E ^ L hCi^ Loaded Car E & L 40%FORMULAE: EXAMPLES:Retarding Force = weight X BrakingForce X Rigging Efficiencv X Co-efficient Friction 208,000 X (54 X .156) X .85 X .15 = 3,103 lbs. Accelerating Force =: Weight X Per Cent Grade 208,000 X .023 = 4,784 lbs. Effective Accelerating Force =: Ac-celerating Force — Retarding Force
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . Weight of Loaded Car 208,000 Lbs. Nominal Braking Power Empty Car Std. tO/cBrake Rigging Efficiency 85% Loaded Car Std. Average Coefhcient Friction 15/( * Emptv Car E ^ L hCi^ Loaded Car E & L 40%FORMULAE: EXAMPLES:Retarding Force = weight X BrakingForce X Rigging Efficiencv X Co-efficient Friction 208,000 X (54 X .156) X .85 X .15 = 3,103 lbs. Accelerating Force =: Weight X Per Cent Grade 208,000 X .023 = 4,784 lbs. Effective Accelerating Force =: Ac-celerating Force — Retarding Force 4,784 — 3,103 ^ 1,681 := Effective .-Vccelerat- ing Force -H Mass 1,681-H(208,000-h )= .26 Ft. Per Sec. Velocity = Initial Velocity + (Ac-celeration X Time) (=20 M. )-|-(10X .26) = (= ) Distance = Average Velocity X Time ( + 32,00) H- 2) X 10 = 307 Ft. Initial Velocity^ (Ft. Per Sec) Length Stop = 2 X X Rigging Efficiency X Coefficient Friction X (Braking Force — Per Cent Grade \ - 1 — 2 X 32,2 X .85 X 15 X (.40 — .023. 900 1100 IJOODISTANCE. FEETDIAGRAM OF EMPTY AND LOAD BRAKE. You will notice that these limitinggrades stand in approximately the samerelation as to the braking ratios for thetwo types of brakes. In each case ap-proximately the same factor of safetyholds good. That is to say, the emptyand load brake is as safe on the as the single capacity brake is onthe grade, the only difference be-ing, as will later be shown, an increase inair consumption of 17% for the emptyand load brake. The empty and load brake will controla train of loaded cars on a certain only one-half the air consumptionrequired by the single capacity brakewith the same train on the same , in itself, shows how marvelouslymore flexible, more safe and more eco-nomical the empty and load brake is. (G W - r T) C (2) P P W E e fFor stop distance: W(3) S= 30(p/CPWEef-GW)where: S =: stop d
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