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This historic book may have numerous typos and missing text. Purchasers can download a free scanned copy of the original book (without typos) from the publisher. Not indexed. Not illustrated. 1907 Excerpt: ..., 130 V For 40 empty box cars, R = 6-, 106 V For 20 loaded flat cars, R =, 113 V For 40 emptv flat cars, R =. 81 J. A. F. Aspinall, as the result of his experiments, which were carefully conducted, proposes Vl R = 2.5-. or, in tons of 2,000 pounds, 50.8 +.0278 L VI R = 2.25-, where L = length of train in feet 56 +.03 L over coach bodies. Prof. R. H. Smith recommends (in American tons) f 180 1 R = 2.25 + 4 1.8 +.0032 L-Vl L 100+1.1Wj W being the weight of trains in tons. The rules used in this country are much simpler, and as the case is such that exact values are impossible, it seems perfectly rational to follow the easier formulae. Several years ago the Engineering News suggested V R = 2 +--, 4 which corresponded with tests made by Mr. Angus Sinclair on the New YorkCentral & Hudson River Railroad. The Baldwin Locomotive Works are guided by V R = 3+-. 6 The most important of those given above are represented graphically on plate 23. These can be used for the locomotive and tender, as well as for cars, allowing, of course, for the internal friction of the engine, in addition to the resistance for speed, as determined from the plate. The Southern Pacific uses the Wellington formula or curve, in rating freight engines, up to 35 miles an hour. The author has preferred to follow the Engineering News formula V R = 2 +-(83) 4 and the corresponding curve will be used in this treatise. It starts with about 16 pounds per ton, drops to five pounds at 6 miles an hour and then increases uniformly in accordance with equation 83. This curve is indicated, by a heavier line than the others. INERTIA RESISTANCE. This has been studied in the first chapter, and will only be referred to here. Equations 1 and 2 can be used for cars as well as locomotives, and plates 1 and 3 g...
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