Services

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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meditate on | all Thy | works : I muse on the | work | of Thy | hands.I stretch forth my hands | unto | Thee : My soul thirsteth after Thee, | as a | thirsty | land.Hear me speedily, O Lord ; my | spirit | faileth : [into . the | pit. Hide not Thy face from me, lest I be like unto them that go down |Cause me to hear Thy loving-kindness in the morning ; for in Thee | doI I trust: Cause me to know the way wherein I should walk ; for IDeliver me, O Lord, | from mine | enemies : [soul | I flee unto | Thee to | hide j me.Teach me to do Thy will; for Thou | art my | God : Thy Spirit is good ; lead me into the | land of ] upright- | ness.Quicken me, O Lord, for Thy | Names | sake : For Thy righteousness sake bring my | soul . out of | trou- | ble.And of Thy mercy cut off mine | enemies : And destroy all them that afflict my soul ; for | I am . Thy | ser- | vant.Glo-ry I j be to the Father, etc. 143 lift up my Iunto I Thee. psalms* Psalm 145. Exaltabo te, Deus. T7 Reciting Note. Tone 8«.

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will extol Thee, my God, | O | King: And I will bless Thy Name for | ever . and | ev- | er.Every day | will I | bless Thee : And I will praise Thy Name for | ever . and | ev- | er.Great is the Lord, and greatly | to be | praised : And His greatness | is un- | searcha- | ble.One generation shall praise Thy works | to an- | other : And shall de- | clare Thy | migiity | acts.I will speak of the glorious honor | of Thy | majesty : And | of Thy | wondrous | works.And men shall speak of the might of Thy | terri . ble | acts : And I will de- | clare Thy | great- | ness.They shall abundantly utter the memory of | Thy great | goodness : And shall | sing of. Thy | righteous- | ness.The Lord is gracious, and | full of. com- | passion : Slow to anger, | and of. great | mer- | cy.The Lord is | good to | all: And His tender mercies are | over | all his | works.All Thy works shall praise Thee, | O | Lord : And Thy | saints shall | bless | Thee.They vShall speak of the glory | of Thy | kingdom : And

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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

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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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Check out these wire cutting services images:

Image from page 75 of “Popular gentleman system for cutting and designing of men’s garments” (1917)

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Identifier: populargentleman00popu
Title: Popular gentleman system for cutting and designing of men’s garments
Year: 1917 (1910s)
Authors: Popular gentleman service company, Philadelphia. [from old catalog]
Subjects: Tailoring
Publisher: Philadelphia, Pa., Popular gentleman service company

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the collar size plus IVi inchfrom A to 2 and from A-1 down to getA-3. A-3 to A-4 is 11/4. inch. Shape from A-4 thru C-14 and D-10 down. D-10 to F-3 is 3% inches. Draw a line from E-6 to F-3. F-4 is %. of an inch above F-3. Shape from E-4 to F-4 as diagram. Square down from E-6 to get G-5. G-5 to G-6 is 1-6 breast. Draw a line from E-6 to G-6. Open the skirt as from E-6 to G-5 and G-6for flare, this can be more or less forstyle. The over shoulder and strap measures areapplied the same as for regular coat andalso the sleeve. THE COLLAR. Measure your neck from A to 2 and from A-1to A-3 and draft. The neck size is 8I/2 inches. A to B is 8I/2 inches. A to C is half the neck size or 414 inches. Square out from C and down from B to lo-cate D. D to E is 11/2 inch. A to F is 11/2 inch. Square in from F. D to G is the neck size. Square up l/. inch from G to get H. Draw a line from H to E. Shape from H to E and from G to D as dia-gram. This finishes the draft. 73 DOUBLE BREASTED FROCK FOR STOUT

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Breast 44 in. Waist 44 in. Waist depression 2 in. The measurements are as follows :- Scye depth 10 in. Waist length __ 17 in. FuU length 41 in. Seat 45. Neck size 16i/>. Blade 131/4 in. Over shoulder 19% in.Strap 131/2 in. 74 Square down and out from A. A to B is Vt! breast plus % of an inch. A to C is the scye depth. A to D is the waist length. D to E is IV2 inch for fashionable waist length.E to F is 6 inches.A to G is the full length.Square out from C, D, E, F and G.D to D-1 is the waist depression.D-2 is half way between D and D-1.Square down from D-2 to locate E-1 and G-1.Draw a line from E-1 to B to locate C-1.E-1 to E-2 is Vs breast.Square down from E-2 to locate G-2.C-1 to C-2 is 11/4 inch.C-2 to C-3 is the blade measure.Square up from C-3 to locate X.X to X-1 is i/j! breast plus 1 inch.Draw a line from X-1 to A.A to 1 is Vs breast plus 1 inch.Square up from 1 to locate 2.C-4 is half way between C-3 and C-1.C-4 toC-5is 11/2 inch.Square up from C-5.C-6 is one half the width

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