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Item No.
|Length of grade, in miles.
| |Rate of grade.
| | |Maximum curvature.
| | | |Compensation.
| | | | |Gross weight of load, in tons.
| | | | | |Weight of tender, in tons.
| | | | | | |Weight of locomotive, in tons.
| | | | | | | |Weight on drivers, in tons.
| | | | | | | | |Percentage of weight on
| | | | | | | | |drivers utilized in draft.
| | | | | | | | | |Class.
| | | | | | | | | |
| | | | | | | | | |
--+-----+------+------+----+-----+--+-----+-----+-----+--------------------
1| 0.06|0.066 | | | 115| | 37.5| 29 |0.358| 8-28-1/3 C
2| 0.33|0.0203|25°20'| | 242|25| 35 | 23 |0.285| 8-28 C
3| 1.0 |0.06 |16° |0.05| 192|22| 57.5| 50 |0.310|10-36 E
4| 1.3 |0.0127| | | 600|16| 40 | 32.5|0.300|Mogul.
5| 1.4 |0.0128| 3°12'| | 750|15| 51 | 44 |0.270|10-34 E
6| 2.0 |0.01 | | |1,000|15| 51 | 44 |0.291|10-34 E
7| 2.2 |0.013 | 3° | | 725|15| 51 | 44 |0.245|10-34 E
8| 2.5 |0.0144| 6° | | 400|27| 42 | 32 |0.237|10-32 E
9| 2.5 |0.004 | | |2,700|70| 96.7| 85.8|0.207| H 6 - A
10| 3.5 |0.033 |14° | | 100|25| 35 | 35 |0.160|
11| 3.6 |0.035 |10° |0.05| 236|22| 57.5| 50 |0.245|10-36 E
12| 4.0 |0.0085| 4° | |1,020|30| 51 | 44 |0.256|10-34 E
13| 6.0 |0.0145| | | 308|25| 38 | 28 |0.207|10-28 D
14| 6.0 |0.020 |10° |0.05| 460|32| 57.5| 50 |0.242|10-34 E
15| 7.5 |0.002 | | C |6,152|86|134.5|109.5|0.243|Mallet.
16| 9.75|0.018 | | | 200|18| 29 | 29 |0.170|
17|10.0 |0.006 | | C |6,173|86|299 |265 |0.203|Mallet.
18|12.0 |0.018 |10° | | 280|30| 51 | 44 |0.160|10-34 E
19|12.0 |0.022 | | | 850|74|175 |156 |0.166|D-D 16
20|13.0 |0.022 | | | 800|74|177 |158 |0.153|D-D 1
21|13.0 |0.022 |14° | | 415|50| 91 | 83 |0.154|Consol.
22|16.0 |0.0044| | | 950|30| 51 | 44 |0.164|10-34 E
23|20.0 |0.022 | | | 500|62| 97.5| 90 |0.170|F 8, Consol.
24|20.0 |0.022 | | | 800|74|177 |158 |0.159|L-1, Mallet.
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|Maker. |Railroad. |Reporting Officer. |Year.
--+--------+----------------------------+-----------------------------+-----
1|Baldwin.|Morgan's Louisiana & Texas |Newell Tilton, Asst. Supt. |1880
2| " |Long Island |S. Spencer, Gen. Supt. |1878
3| " |Atchison, Topeka & Santa Fe |J. D. Burr, Asst. Engr. |1879
4| " |Chillan & Talcahuana |J. E. Martin, Local Supt. |1879
5| " |Chicago, Burlington & Quincy|H. B. Stone |1880
6| " |Chicago, Burlington & Quincy| " |1880
7| " |Chicago, Burlington & Quincy| " |1880
8| " |St. Louis & San Francisco |C. W. Rogers, Gen. Mgr. |1879
9|Pa. R.R |Cumberland Valley. | |1910
10| | | |1910
11|Baldwin.|Atchison, Topeka & Santa Fe |J. D. Burr, Asst. Engr. |1879
12| " |Missouri Pacific |John Hewitt, Supt. M. P. |1880
13| " |Western Maryland |D. Holtz, M. of Mach'y. |1878
14| " |Atchison, Topeka & Santa Fe |J. D. Burr, Asst. Engr. |1879
15| " |Virginian Ry. | |1910
16| |Pennsylvania | |1910
17|Baldwin.|Virginian Ry. | |1910
18| " |Lehigh Valley, Wyoming Div. |A. Mitchell, Div. Supt. |1871
19| " |Great Northern |Grafton Greenough. |1908
20| " |Great Northern |Grafton Greenough. |1908
21| " |Baltimore & Ohio |F. E. Blaser, Div. Supt. |1910
22| " |Central of N. J. |W. W. Stearns, Asst.Gen.Supt.|1880
23| " |Great Northern |Grafton Greenough. |1908
24| " |Great Northern |Grafton Greenough. |1906
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|Source of Data. |Remarks.
--+-----------------------------------------+---------------------------------
1|Baldwin Catalogue, 1881, p. 134 |
2| " " 1881, " 72 |10 miles per hour.
3| " " 1881, " 115 | 8 " " "
| | Stops and starts on grade.
4| " " 1881, " 100 |
5| " " 1881, " 116 |Stops and starts at any point
| | on grade.
6| " " 1881, " 116 |
7| " " 1881, " 116 |
8| " " 1881, " 87 |
9| |
10|Trautwine's Pocket Book, Ed. 1882, p. 412|Empty cars; many curves and
| | reversions.
11|Baldwin Catalogue, 1881, p. 114 |
12| " " 1881, " 112 |
13| " " 1881, " 86 |12 miles per hour.
14| " " 1881, " 114 | 8 " " "
15|_Engineering News_, Jan. 13, 1910. |
16|Trautwine's Pocket Book, Ed. 1882, p. 412|
17|_Engineering News_, Jan. 13, 1910. |Road locomotive and helper.
18|Baldwin Catalogue, 1881, p. 112 |
19|Baldwin Loco. Wks. Record, No. 65, p. 29|
20|Baldwin Loco. Wks. Record, No. 65, p. 29|
21| |Very crooked line. Uncompensated.
22|Baldwin Catalogue, 1881, p. 113 |
23|Baldwin Loco. Wks. Record, No. 65, p. 29|
24|Baldwin Loco. Wks. Record, No. 65, p. 29|
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In proportioning grade resistance for any line, therefore, a locomotive
may be counted on to utilize 24.3% of the weight on the drivers for a
distance of 5 miles on a 0.002 grade without any assistance from
momentum, and, in the event of an unexpected stop, should be able, as
soon as a full head of steam is built up, to start the train and carry
it over the grade. This is probably a maximum, considering the condition
of the equipment of this Virginian Railway, as previously mentioned.
Treating Item 14 in the same way, a distance of 2,310 ft. is accounted
for by momentum, leaving, say, 5.5 miles for the steam, or the length of
a 0.02 grade on which a locomotive may be loaded on a basis of tractive
power equal to 24.2% of the weight on the drivers.
From these figures it may be concluded that on lines having grades from
12 to 15 or more miles in length, grades of 3 to 5 miles in length may
be inserted having rates 50% in excess of that of the long grades,
without decreasing the capacity of the line. This statement, of course,
is general in its bearings, each case being subject to its especial
limitations, and subject to detailed calculations.
It may be noted that the velocity of 60 ft. per sec., assumed at the
foot of the grade, is probably higher than should be expected in
practice; it insures, on the other hand, that quite enough has been
allowed for momentum, and that the results are conservative.
Arguments like the foregoing are always more or less treacherous; being
based on statistics, they are naturally subject to material
modifications in the presence of a larger array of data, therefore,
material assistance in reaching practical conclusions can be given by
the presentation of additional data.