. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ng distance is more than threetimes as great as that required at thirtymiles per hour, and nearly twice as greatas that required at forty miles per sixty miles per hour the distance re-quired for stopping is about five timesas great as that required for thirty milesper hour, and more than two and onehalf times as great as that required atforty miles per hour. In addition, the requirements of the special conditions,and in a manner that will enable suchtrains to be operated with the sam
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ng distance is more than threetimes as great as that required at thirtymiles per hour, and nearly twice as greatas that required at forty miles per sixty miles per hour the distance re-quired for stopping is about five timesas great as that required for thirty milesper hour, and more than two and onehalf times as great as that required atforty miles per hour. In addition, the requirements of the special conditions,and in a manner that will enable suchtrains to be operated with the samedegree of safety as is now common withordinary trains, in so far as the con-trolling of speed by power brakes is con-cerned. The most scientific and efficient wayof stopping trains is by the automaticregulation of brake-shoe pressure, be-ginning with comparatively heavy pres-sure at high speeds, and reducing thesame relatively as the speed is exactly the method employed inthe use of the Westinghouse high-speedbrake. This brake, which consists of theStandard Westinghouse Quick-Action. OFFICES AND FACTORY WORKS OF THE WESTINGHOUSE AIR BRAKE COMP.\NY AT ST. PETERSBURG, RUSSIA. of the special train service here consid-ered is not so much the maximum speedattained as its high average rate betweenterminals, which required a velocitythrough yards and over bridges, switchesand crossings (where ordinary trains arerequired to be under full control) notheretofore demanded and consequentlynot provided for. Signals have already been located atsuch distance from danger points as toprovide ample space in which to bringtrains to a stop from customary speeds;tut they are sufficiently near such pointsto avoid interference with the orderlymovement of trains through unneces-sarily retarding their progress at remotedistances. The distance between blocksignals, upon roads subject to heavytraffic, has been likewise established uponthese principles. The introduction of atrain service in
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Keywords: ., bookcentury1900, bookdecade1900, booksubjectrailroa, bookyear1901
