. Engineering and Contracting . effect of speed and counterbalance with this type of passengerlocomotive. In Series 1. the order of runs in the tests was 5, 25, and- 40miles per hoiH- for Locomotive No. 22, and 25, 50. 25, and 50miles per hour for Locomotive No. 28. For Series 2, two setswere run. the first at 5, 25, and 40 and the second at 25, and 50 miles per hour. In Series 3 and 4 the order 5, 40 was used. For all series with the Pacific type locomo-tive, the order was 5. 45. and 60 miles per hour. The tests were not made in the order of the numbers of theseries; instead, th
. Engineering and Contracting . effect of speed and counterbalance with this type of passengerlocomotive. In Series 1. the order of runs in the tests was 5, 25, and- 40miles per hoiH- for Locomotive No. 22, and 25, 50. 25, and 50miles per hour for Locomotive No. 28. For Series 2, two setswere run. the first at 5, 25, and 40 and the second at 25, and 50 miles per hour. In Series 3 and 4 the order 5, 40 was used. For all series with the Pacific type locomo-tive, the order was 5. 45. and 60 miles per hour. The tests were not made in the order of the numbers of theseries; instead, the locomotives were taken as the demands oftraffic or matters of convenience permitted. In the discussionwhich follows the series are grouped for the consideration ofeffect of speed and counterbalance, effect of lightening rotat-ing parts, stress under the two sides of the locomotive, andgeneral comparisons. 50 oof Q LOCATION C LOCATION d t ERIES 5, 6 AND 7 SERIES 8. 9 AND 10 ^ 30 000 IC TYPE LOCOMOTIVE PACIFIC TVPE LOCOMOTIVE ~. Fig. 2—Stre Effect of Speed and Counterbalance of the Santa Fe TypeLocomotive. The typical effect ol the combination of speedand counterbalance upon stresses in rail for Series 1 with theSanta Fe type locomotives is shown in Fig. 2. which givessample curves for the main driver taken from the plotted re-sults of the tests with the Santa Fe type locomotive from thedata of the instruments on the rail on the right side of thelocomotive only. The ordinates of the diagram representstresses at the base of the rail in pounds per square abscissas represent the position of the counterweight atthe time the wheel passed over the instrument with respectto its down position, the scale being in fractions of a completerevolution of the wheel. The curves represent the average ofthe results of the several runs at each speed. For a speed ; miles per hour the values are represented by a straight line,since the variation from it is small. As the driver is u
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