affect the comparison. It is, of
course, simply a method of expressing the final efficiency of the
various parts of the locomotive, and, since it depends entirely on
actual results already accomplished, leaves no room for difference of
opinion or theoretical error.

The writer has always considered an "under-cylindered" locomotive as a
defective machine. All weight is a distinct debit, in the shape of wear
and tear of track and running gear, resistance due to gravity on grades,
interest on cost, etc. When this weight fails to earn a credit in the
way of tractive efficiency, it should not be present.

The statement relative to the performance of locomotives on "Hill _C_"
is interesting, especially in that it appears to have been immaterial
whether they made a dead start after stopping at the station or
approached the foot of the hill at 16 to 18 miles per hour. The momentum
would appear to be an insignificant factor.

It is gratifying to note that Mr. Trautwine has been able to brace up
the weak member of Table 1 so completely with his detailed data; also
that his other results strengthen the conclusions reached in the
paper.

FOOTNOTES:

[Footnote A: "The Economic Theory of Railway Location," 1887 edition,
p. 502.]

[Footnote B: _Transactions_, Am. Soc. C. E., Vol. L, p. 1.]

[Footnote C: "Nearly 200 tons _exclusive_ of eng. & ten." (Vol. III,
p. 176-1/10.)]

[Footnote D: American Railway Engineering and Maintenance of Way
Association, Bulletin 84, February, 1907, p. 99.]

End of the Project Gutenberg EBook of Transactions of the American Society
of Civil Engineers, Vol. LXX, Dec. 1910, by Beverly S. Randolph

*** END OF THIS PROJECT GUTENBERG EBOOK AMERICAN SOCIETY OF CIVIL ENGINEERS ***

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