. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . , and the adhesion depends uponthe weight on the drivers and the staticcoeflicicnt of friction between driversand rails, just as in the case of the carwheel to which brakes were a stop is made, each wheel maybe retarded up to the limit of frictionalresistance between that particularwheel and the rail. Assuming thestatic coefficient of friction to be thesame for all wheels in the train, the re-larding power may be proportional tothe weight of the entire train, while thea
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . , and the adhesion depends uponthe weight on the drivers and the staticcoeflicicnt of friction between driversand rails, just as in the case of the carwheel to which brakes were a stop is made, each wheel maybe retarded up to the limit of frictionalresistance between that particularwheel and the rail. Assuming thestatic coefficient of friction to be thesame for all wheels in the train, the re-larding power may be proportional tothe weight of the entire train, while theaccelerating power depends upon theweight resting on the drivers fact explains the advantages ofthe multiple unit system of electrictrain operation, such as a train made upall of motor cars, as compared with alocomotive. The locomotive, in start-ing a train, is a single accelerating unit,while in stopping, the locomotive andtrain become a multiple retarding unitsystem, which is, in the aggregate, themore powerful of the two. The Chicago Pneumatic Tool Com-pany have issued a booklet which. STEEL GIRDER AND BRICK ARCH RAILWAY BRIDGES it fell to the earth from a height of150 ft. Suppose this train to be stoppedin 1,400 ft. All this energy has to beharmlessly dissipated, and almost with-out the notice of those in the cars. Instopping such a train in this distance,more power is used than the heaviestlocomotive ever built is capable of ex-erting. The truth of this statement atonce appears when it is rememberedthat a distance of from 5 to 6 miles isrequired, even under favorable circum-stances, for a locomotive to bring thisweight of train up to a speed of 65miles per hour. Stopping this train in1,400 ft. means the expenditure of thisenormous amount of energy in aboutone-nineteenth of the space requiredto develop it. This is as we would expect it, for instarting the train the locomotive alonewas concerned, while in the stop thelocomotive and every car takes start a t
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Keywords: ., bookcentury1900, bookdecade1900, booksubjectrailroa, bookyear1901
