Synopsis
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.1915 Excerpt: ... Conductor: "every Time We Switch A Train We Break Up A Car--And We Switch At Every Station, And Stations On This Line Are About Five Miles Apart. Up In The Northwest The Stations Were A Hundred Miles Apart Hence Less Switching And Fewer Damaged Cars." we have got to be careful to know the conditions as regards the number of switch engines. Conditions must be the same not only as regards the number of switch engines, but as regards the power. The tractive effort of the locomotive has a great deal to do with the abuse which can be given a car. It is necessary that the same conditions should prevail in the motive power of any two roads that are being compared in order to analyze the situation and discover anything that may be of value. Again we emphasize the fact that we cannot, if we are spending one hundred dollars per car per year for car maintenance expense, learn what we should know in regard to draft gear from a railroad that is spending fifty dollars per car per year for car maintenance expense unless conditions are similar. If the average tractive effort of the locomotives handling the trains on our road is twenty per cent greater than on this other road, how are we to make comparisons and arrive at conclusions with conditions so unlike and so different? We all of us realize that damaged equipment comes in part from the heavy locomotive. The draw bar pull has to be reckoned with. The handling of a long train of freight cars with a Mallet Compound is an entirely different proposition from the handling of a small train with the light locomotive of a few years ago. Now, if the weight and tractive effort of the locomotives are similar on two different roads, operating conditions are similar, the rolling stock itself is similar--we would have some fair chan...
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