. The Street railway journal . FIG. 9.—CURVE SHOWING TRACTIVE RESISTANCE PERTON AT VARIOUS SPEEDS 30 JfiX>. 0 o 10 40 60 ao 100 no ito ito Amperes. FIG. II.—CHARACTERISTIC CURVES—NO. 19 LOCOMOTIVE If for practical reasons it is not desirable to adopt a highernegative acceleration than ft. per second per second in bring-ing the train to rest, there is clearly no need to try and get a higherpositive acceleration at starting. Adopting this acceleration forstarting and stopping, we find that the speed at which the locomo-tive and train must run, after the acceleration is attained is
. The Street railway journal . FIG. 9.—CURVE SHOWING TRACTIVE RESISTANCE PERTON AT VARIOUS SPEEDS 30 JfiX>. 0 o 10 40 60 ao 100 no ito ito Amperes. FIG. II.—CHARACTERISTIC CURVES—NO. 19 LOCOMOTIVE If for practical reasons it is not desirable to adopt a highernegative acceleration than ft. per second per second in bring-ing the train to rest, there is clearly no need to try and get a higherpositive acceleration at starting. Adopting this acceleration forstarting and stopping, we find that the speed at which the locomo-tive and train must run, after the acceleration is attained is per hour. This is made clear by Fig. 10. Here the ordinatesrepresent the speed in miles per hour, and the abscissae the time inseconds. A series of speed curves can be obtained which willenclose the same area, and consequently any curve of this serieswill enable the run to be accomplished in the specified time. Stop-ping from 20 miles per hour in twenty seconds was adopted as thenegative acceleration in all cases, and positive accelerations , .974, .73, .584, .487, and .417 ft. per second p
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Keywords: ., bookcentury1800, bookdecade1880, booksubjectstreetr, bookyear1884
