. American engineer and railroad journal . FORM OF BLUNT END USED IN THE TESTS. disappeared when the blunt front end was applied, and it wasobserved that the car nosed about considerably. This fact istoo important to lose sight of when comparing the relativemerits of the two forms of cars, and it is secondary only tothe economy in gasoline consumption shown by the pointedfront end. It will thus be seen that the experiments conductedwith this motor car demonstrated in dollars and cents the ac-tual economical advantage to be gained by the use of a prop-erly shaped vehicle. Not a small feature of
. American engineer and railroad journal . FORM OF BLUNT END USED IN THE TESTS. disappeared when the blunt front end was applied, and it wasobserved that the car nosed about considerably. This fact istoo important to lose sight of when comparing the relativemerits of the two forms of cars, and it is secondary only tothe economy in gasoline consumption shown by the pointedfront end. It will thus be seen that the experiments conductedwith this motor car demonstrated in dollars and cents the ac-tual economical advantage to be gained by the use of a prop-erly shaped vehicle. Not a small feature of this economy isthe rounded rear end, which almost entirely does away with Wedgre Shape or PointedFront End V 23-Gal7-->i. \XI) ) lOLRNAL 2i3 portion of the entire resistance, is of prime consideration, andtherefore anything that can be done to materially reduce thehead-end resistance, especially on a single unit, self-propelledcar, results in a direct and practical saving in the power neces-sary to drive the car at any speed above 15 miles per hour—this saving being proportionate as the speed increases, until, asshown at 41 miles per hour, a saving of 40 per cent, has beeneflfected, by the proper attention to laws of resistance of a mov-ing body throf^ the The effect of an opposing wind on a heavy, slow moving trainis well known and comes in the same class with a fast movmgvehicle in still air. Recently on a perfectly calm day a freightengine, with a 2,200-ton train load, covered a 152-mile district,water grade, register to register, in eight hours and thirty-fiveminutes. On a later date, with a strong, opposing wind, thesame engine, with the same engine crew, pulling the same ton-
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
