. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . S enters the danger zone ata, and if train B were permitted to con-tinue as indicated by S, it would comewithin 40 feet of train A at b. Wereanything to detain train A by one sec- CoHPmsoN by TffA/N Sheet or riiNinun Hcmwav tvf[ Hove/ient or / TnpiNs Determined by Ciqsinc-Up ot SnmoNi mm Tfiar Drrrf{/iiwDJ-=-or Running ar Speed. Sheet N<* I ft, Headtuay determined by cbsmg-up at stations a TTme (Jt*CV) for service stop * Time (%)of station stop + Time (TA) for acceteratinq one tram length
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . S enters the danger zone ata, and if train B were permitted to con-tinue as indicated by S, it would comewithin 40 feet of train A at b. Wereanything to detain train A by one sec- CoHPmsoN by TffA/N Sheet or riiNinun Hcmwav tvf[ Hove/ient or / TnpiNs Determined by Ciqsinc-Up ot SnmoNi mm Tfiar Drrrf{/iiwDJ-=-or Running ar Speed. Sheet N<* I ft, Headtuay determined by cbsmg-up at stations a TTme (Jt*CV) for service stop * Time (%)of station stop + Time (TA) for acceteratinq one tram length (NL IQ6? • 67D feet) ) • 16 seconds () + £0 sec. + Z7 sec ~ 63 seconds Is— • % t M? % t % - IOO X j^*^ ^/^X-]—;ttfm Headway determined by running at speed Time to run, at speed. distance equal to: one complete b/ocn section (6 * emergency stop- distance, in Orerldp System nhere one distant and two^^^* ^—*T!i^ name sionals protect rear of each tram) * train ~^\ ^^^^ StS* lenaih + allowance (so ft) for identification of sianaf indication * mwn * iQt? <■ jo U6?4i. Station Nil Distance this point and advance to the usual sta-tion stop at point v, as indicated bycurve T. In this case the initial delay of5 seconds has resulted in a final delay of18 seconds. This would react corre-spondingly on the trains following B,causing an ever-accumulating delay untilthe whole service would be actual headway for service must al-low a comfortable safety factor to avoidtroubles of this kind. However, for thepurposes of comparison, the theoreticalminimum for headway will be used inevery case unless otherwise noted. Examination of the three factors thatgo to make up the headway based onclosing up at stations reveals that, withthe assumed condition of speed (40 milesper hour), service braking distance (580feet) and time (16 seconds), and time in only per cent betterment in thetotal headway, whereas a 10 per centimprovement in the accelerat
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Keywords: ., bookcentury1900, bookdecade1900, bookidrailwaylocom, bookyear1901
