. Engineering problems in electric elevated and suburban railroading . still has capacity enough to pull a train. Such an argumentis a reflection on the common sense of a railway manager. The hammering on the rail joints, with the resultingshock to the structure and to the moving train, will bediminished because of the less weight per driver. The thrust strains for any given rate of accelerationarc equalized and distributed over a considerable length ofstructure, and become practically the reverse of the brak-ing strains. The strains on car bodies, platforms and couplers arereduced to a minimu
. Engineering problems in electric elevated and suburban railroading . still has capacity enough to pull a train. Such an argumentis a reflection on the common sense of a railway manager. The hammering on the rail joints, with the resultingshock to the structure and to the moving train, will bediminished because of the less weight per driver. The thrust strains for any given rate of accelerationarc equalized and distributed over a considerable length ofstructure, and become practically the reverse of the brak-ing strains. The strains on car bodies, platforms and couplers arereduced to a minimum. INCREASED DENSITY The safe time interval between trains for a givenschedule and fur any given length of train and station stopis dependent Upon the maximum speed and the rates ofacceleration and braking, and the greater these latter withany given schedule, that is, the lower the maximum speedand consequently the less the travel of the train after thebrakes are applied, which distance varies roughly as thesquare of the speed at the time of applying the brakes, the. BROKEN MULTIPLE UNIT TRAIN and such practice a parody on railway operation. The timeabove all when schedule speed, capacity and effectiveoperation are required is when traffic is greatest and theroad most liable to congestion. It is difficult to see howany engineer can seriously offer such an argument in sup-port of locomotive practice, for it is directly contrary tothe most vital requirements on a railroad. If, as is vital in competitive service, a high scheduleis necessary, and ignoring for the moment all questionsabout relative strains, weights, facility of making up andcontrolling trains, and the advantages of variable trainlengths and intervals, when we come to six or seven-cartrain units a high schedule with short interval stations is im-possible except with two heavy four motor locomotive carsor with every car equipped with a pair of motors. Andfrom every point of view, the latter is preferable. REDUCED STRA
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