factor of adhesion

Their factor of adhesion is low, so they were prone to slipping.

A greater factor of adhesion than 4 is simply excess weight or insufficient power.

The I1s' tractive effort was a little higher, while the N1s had a superior factor of adhesion.

Claims are made of an increased factor of adhesion with radial steering trucks.

This improves the truck's factor of adhesion but also increases each truck's overall length.

The Garratt design has some inherent drawbacks, however, the first being a diminishing factor of adhesion over long distances.

Factors of adhesion below 4 are often considered undesirable for steam locomotives, and the K5 design did prove to be rather less sure-footed because of it.

However in heavy freight service they were somewhat less successful, as their relatively light weight and low factor of adhesion caused them to slip on heavy loads.

The wheel arrangement provided a powerful layout, with all weight as adhesive weight and thus tractive effort and factor of adhesion were maximised.

The locomotive proved prone to slipping, because its factor of adhesion was very low; in simple terms it was too powerful for its ability to grip the rails.

The product of μ and m is the factor of adhesion, which determines the maximum torque that can be applied before the onset of wheelspin or wheelslip.

They proved that building a larger Pacific than the K4s was not worthwhile; the reduced factor of adhesion limited the locomotives' ability to put their greater power to full use.

The amount of force that can be applied to the rail depends on the weight on driven wheels and the factor of adhesion of the wheels against the track.

As water and coal is consumed, the weight over the drivers is reduced, thereby reducing their factor of adhesion, the ratio of weight on drivers to tractive effort.

A locomotive with a factor of adhesion below 4 will have a tendency to wheelslip, especially on starting, and will require careful driving and lots of sand in slippery conditions.

Its high tractive effort and limited adhesive weight (due to axle load constraints and only two powered axles) combined to produce a less than ideal factor of adhesion of 3.5.

Fuel and water add to adhesive weight: The usable tractive weight of a locomotive is the product of the weight on its drivers multiplied by the factor of adhesion.

They were put to work on goods services on steeply graded branch lines where their superior tractive effort (45% higher than that of the Dd class) and high factor of adhesion were put to good use.

The weight of the water in the locomotive's tank and weight of coal in the bunker (necessary for the factor of adhesion) was predicted in advance, and this problem was not normally an operational issue.

With Cape gauge Garratts this was usually overcome by the use of auxiliary water tankers behind the locomotives, which enabled the onboard water tanks to remain filled longer and hence kept the factor of adhesion high farther.

Although the J class produced the same nominal tractive effort as the K or N class, they had a slightly higher adhesive weight (and as such a better factor of adhesion) and were permitted to haul heavier loads on gradients.

However, the factor of adhesion was found to be on the low side for the service for which it was required and the locomotive was prone to slipping when the rails were wet, which often happened in Natal when the weather was misty.

Because they lack leading and trailing wheels, locomotives of this type have all their weight pressing down on their driving wheels and consequently have a high tractive effort and factor of adhesion, making them comparatively strong engines for their size, weight and fuel consumption.

In order to develop the power required, a very large grate and a very large boiler were needed, and the 4-8-4 wheel arrangement enabled this by using a four-wheel trailing truck to support a large firebox, and four coupled axles to support a large boiler and ensure a good factor of adhesion.