. Electric railway journal . Great Northern Electric System—Overhead ConstructionAbove Switch Point in Wellington Yard rear locomotives. This throws a greatly increased draw-bar pull on the front locomotive, and the consequence isthat the train is jerked apart. This happened in the earlystages of the work, and was due to the fact that the turn-outs were not in the best order, and also that the engineershad not sufficient experience in handling trains. Anothermeans taken to avoid the broken drawbars was to use therear Mallet engine to assist the train over the trolley cross- ings in the Welling
. Electric railway journal . Great Northern Electric System—Overhead ConstructionAbove Switch Point in Wellington Yard rear locomotives. This throws a greatly increased draw-bar pull on the front locomotive, and the consequence isthat the train is jerked apart. This happened in the earlystages of the work, and was due to the fact that the turn-outs were not in the best order, and also that the engineershad not sufficient experience in handling trains. Anothermeans taken to avoid the broken drawbars was to use therear Mallet engine to assist the train over the trolley cross- ings in the Wellington yard. This was a temporary meas-ure and has been discontinued. ECONOMY OF STEAM LOCOMOTIVES It is interesting to compare the performance of a Malletcompound locomotive under the same operating conditionsas this system. The data for this are given by Mr. Emer-son, superintendent of motive power of the Great NorthernRailway, in a discussion before the American Society of. Great Northern Electric System—Anchor Bridge inWellington Yard Mechanical Engineers on locomotives of this type. As anexcellent performance, he gives these data: Recent performance shows that on a round trip overthis division the L-i engines handled 1600 tons with a totalof tons of coal, or equivalent to lb. of coal per100 ton-mile. The division referred to is from Leavenworth to Everett, miles. The work done per ton for a round trip overthis run is readily calculated from the profile as kw-hours at the rail. This is the work done per ton in liftingthe train. The work done against train resistance, assum-ing it to be 6 lb. per ton, for miles, is total work done in a round trip per ton, therefore, kw-hours. There should be a negligible addition tothis for starting the train. The average train weight is 1980 tons. The coal usedwas 43 5/6 tons, equal to 87,660 lb., or the coal per kw-hourwas 8 lb. A modern steam station can deliver 1
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