Cool Wire China Cutting Services images

A few nice wire China cutting services images I found:

Image from page 149 of “School and parish service book” (1892)

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Identifier: schoolparishserv00np
Title: School and parish service book
Year: 1892 (1890s)
Authors:
Subjects:
Publisher: [n.p.]

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Please note that these images are extracted from scanned page images that may have been digitally enhanced for readability – coloration and appearance of these illustrations may not perfectly resemble the original work.

Image from page 237 of “American engineer and railroad journal” (1893)

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Identifier: americanengineer85newy
Title: American engineer and railroad journal
Year: 1893 (1890s)
Authors:
Subjects: Railroad engineering Engineering Railroads Railroad cars
Publisher: New York : M.N. Forney

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substituted for the pressure factor in the common formula for tractive power, thus. R — ^, in which P is the frictional Dmean effective pressure, d the diameter of cylinder m inches,s the stroke, and D the diameter of the drivers, both in thesame units. In one series of tests with a small engine it was tound thatwith a fixed cut-off the frictional M. E. P. was independent ofthe speed, but varied from 1.7 lbs. at 80 per cent, cut-off to 5.3lbs. at 25 per cent, cut-off. When it is remembered that inworking at the full power which is of interest in tonnage rating,cut-off varies inversely with (moderate) speeds, it follows thatthis variation with cut-off implies a variation in road servicewith speed. Again, the method assumes that losses are propor-tional to cylinder power, and it follows that two locomotiveswith the same size cylinders, but different weights on drivers,should have the same frictional loss. An examination of 69modern locomotives of types ranging from Atlantic to Mallet,

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other reasons are not comparable with the others, are dotted.The plotted points are not the results of individual tests whichvaried greatly, but are averages of all tests of each locomotiveat the given speed. A few of the variations may be explained,but in road service such variations may be greater than on atesting plant. The diagram indicates that in the present state ^ W TBO 760 eOO £40 £30 JSO R(Z/olutions per Minutz FIG. I. shows variations in the ratio of driver weight to tractive powerof from 3.91 to 6. It is in this particular that the methoddiffers from those based on driver weight, although the differ-ence is slight and unimportant. Partly, perhaps, for this reason,but principally for the sake of simplicity, the latter is generallypreferred. Figure i represents graphically the resistance in pounds perton on drivers, of all of the locomotives tested at St. Louis.Curves which, because of character of lubricant or which for 5000 K 4000 3000 ^aooo];:/ooo <f ^-V ^ Hafteto-a

Image from page 90 of “Electric traction for railway trains; a book for students, electrical and mechanical engineers, superintendents of motive power and others ..” (1911)

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Identifier: electrictraction00burc
Title: Electric traction for railway trains; a book for students, electrical and mechanical engineers, superintendents of motive power and others ..
Year: 1911 (1910s)
Authors: Burch, Edward P. (Edward Parris), 1870-1945
Subjects: Railroads
Publisher: New York [etc.] McGraw-Hill Book Company

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am fast enough. The loss in pressure because of wire-drawing and condensation decreases the mean effective pressure fasterthan the mechanical gain due to the increase in piston speed. 74 ELECTRIC TRACTION FOR RAILWAY TRAINS A definite relation exists between the mean effective steam pressureand the piston speed, as a collection and tabulation of results from a greatnumber of indicator cards show. The general relation is exhibited in theaccompanying curve. The data for the curve were first obtained fromF. J. Cole, Mechanical Engineer of the American Locomotive CompanysEngineering Dept., Schenectady, N. Y. Mr. Cole states: ^This curve,showing the relation between the mean effective pressure and the pistonspeed, was plotted on a large scale, from many hundred indicator diagrams,and represents an average result, taken from different types of locomotivesunder various conditions of service. The data are for a wide-openthrottle, when presumably the cut-off was adjusted so that the locomotive

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100 300 300 400 500 600 700 800 900 1000 1100 1:300 1300 1400 1500Piston Speed Feet per Minute, M Fig. 23.—Characteristic Curves of a Simple Steam Locomotive. was doing the best work at that speed. The curve represents the averagebest maximum mean effective pressure for different piston speeds underordinary conditions, with simple locomotives. There are, of course,limitations due to the capacity of the boiler, size of pipes, kind of valve .gear, and the builds of different locomotive companies. | The curve has been carefully checked by data from indicator cardstaken from Baldwin and Schenectady locomotives with 26-inch strokesfor passenger, and 28-, 30-, and 32-inch strokes, for freight locomotives. The relation exists between the mean effective pressure and thepiston speed, and there is no general relation between mean effectivesteam pressure and revolutions per minute, independent of the pistonstroke, as some early writers have thought. The locomotive has one point of cut-off for

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