A few nice Weight loss images I found:
Image from page 865 of “Electric railway journal” (1908)
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Identifier: electricrailway571921newy
Title: Electric railway journal
Year: 1908 (1900s)
Authors:
Subjects: Electric railroads
Publisher: [New York] McGraw Hill Pub. Co
Contributing Library: Smithsonian Libraries
Digitizing Sponsor: Smithsonian Libraries
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figures for the month of Februarywere 24,922. Already the officials of the road havesome statistics which show the advantage of electricaloperation. Measured at the substation, and includingstation loss, conversion, etc., the watts per car-mile areestimated to be about 3.87 in passenger service. At thepresent cost of electrical energy, this figures about 7.3cents per car-mile and about 0.7 cents per passenger-mile. With the former operation of motor cars, the fuelcost alone was about 18 cents per car-mile. On the freight side February showed 2,088 loadedcar-miles and 2,196 empty car-miles handled with a loco-motive mileage of 629. On a basis of 40 tons per cardead load, with the weight of the car not included, thecost of coal in January figured .50 per car, whereasthe cost of electrical energy for February figured .27per car. The passenger traffic is handled on a fare base com-posed of 5-cent units, with, however, a 10-cent minimumfare. The fares are, figured from Miami: To Com-
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TWO VIEWS ON THE RIGHT-OF-WAY SHOWING OVERHEAD CONSTRUCTION ON CURVES ANDGIVING SOME IDEA OP THE NATURE OF THE LINE May 7, 1921 Electric Railway Journal 845. merce, 4 miles, 10 cents; to Blue Goose, 7 miles, 15cents; to Cardin, 8 miles, 20 cents; to Picher, 10 miles,25 cents, and to Century, 13 miles, the end of the mainline electrification, 30 cents. A commutation book, with100 5-cent coupons, is sold for . Only about 10 percent of the fares are paid by the use of these coupons,however. The business of this road, as seen, depends almostentirely upon the activity of the lead and zinc industry,and particularly of the Miami field which this roadfeeds. Traffic in the latter part of 1920 and the earlypart of 1921, for instance, is considerably olf fromwhat could be considered normal. Of course, it is prob-ably never expected that the war-time conditions oftwo twelve-hour shifts of seven days in the week willreappear. Road building should give some impetus,however, to traffic in this fie
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Image from page 74 of “The Crimson rambler” (1922)
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Identifier: crimsonrambler00cart
Title: The Crimson rambler
Year: 1922 (1920s)
Authors: Carthage College (Carthage, Ill.)
Subjects: Carthage College (Carthage, Ill.) College yearbooks Universities and colleges
Publisher: Carthage, Ill. : Carthage College
Contributing Library: Allen County Public Library Genealogy Center
Digitizing Sponsor: Internet Archive
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RAmSLCR ^ JEROME JOHANSON Jack Tackle Age 22 Weight 177 Jack had hard luck this year. He was just going fine in the right tackle position when he suffered a broken collar bone during the Wesleyan game. Jack has one more year. Heres hoping he ha.s better luck. HARRY ALLEN Mike End Age 20 Weight 160 This year was Allens first year at foot ball. His quick and accurate punting saved us many yards. Harry had hard luck and sprained his ankle twice, which kept him out of several games. Go get em next year, Harry. Allen has two more years. IRA LAWST. P. TackleAge 22 Weight 165 T. P. held down the tackle job for thegreater part of the season. He got his atIllinois and was out of the game for the re-mainder of the season. His loss was keenlyfelt. T. P. has one more year.
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Image from page 284 of “Railway and locomotive engineering : a practical journal of railway motive power and rolling stock” (1901)
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Identifier: railwaylocomotiv34newy
Title: Railway and locomotive engineering : a practical journal of railway motive power and rolling stock
Year: 1901 (1900s)
Authors:
Subjects: Railroads Locomotives
Publisher: New York : A. Sinclair Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation
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any roads has warranted the changeover. The conservation of fuel resources,as well as the increased cost of fuel, andthe inherent limits of steam operation intunnels and terminals have in some cases to double the capacity by the use of dif-ferent elevations. It also permits the con-struction of revenue producing buildingsover the yard and terminal tracks. Muchtime is lost in waiting for smoke and steamto clear from terminals, besides the dan-ger involved in operating trains due tothe impossibility of determining their lo-cation. The rapid acceleration offered bytile electric locomotive allows the specd- at a higher speed on the ruling grades,thus increasing the headway of the trainswhile at the same time, stops for waterand coal are eliminated. Freight trainsas hauled by steam locomotives are ofsuch weight and length, that it is fre-quently necessary that an extra enginebe used to push the train in order to re-duce the chances of drawbar puUouts.The speed with which the electric loco-
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STEAM LOCOMOTIVES liURN 25 PER CENT OF .LL CO.L MIN EL) AND IS PER CENT OF ALL FREIGHT HANDLED IS COAL FOR RAILROAD USE made it practically esseuual that roads beelectrified. . The item of fuel uses up a large partof the earnings of a railroad company.Coal is hauled from the mines to therailroad round houses, and in many in-stances retraces its path in the tender ofthe locomotive, thereby calling for a vastamount of car equipment and mtotivepower necessary for the hauling of thistonnage, and this produces no revenue tothe company! Locomotives burn 25 percent of all the coal that is mined, and ofall the freight handled, 12 per cent is coalhauled for the railroads use. It is saidthat one-third of all the coal burned inlocomotives is wasted in so-called stand-by losses. The hauling capacity of a steamlocomotive is decreased due to the weightof the tender with its water and coal.With an electric locomotive, this is de-voted to revenue tonnage. Statistics showthat a saving of over 123,00
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