Speaker 1: Section twenty eight of the Science History of the Universe,
Speaker 1: Volume three. This is a liprivox recording. All the privox
Speaker 1: recordings are in the public domain. For more information or
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Speaker 1: in August two thousand sixteen, The Science History of the Universe,
Speaker 1: Volume three, edited by Francis rold Wheeler. Electricity, Chapter nine
Speaker 1: electric railways. Although the earliest recorded experiments date back three
Speaker 1: quarters of a century, the electric railway is essentially of
Speaker 1: modern development, for it achieved the recognized position less than
Speaker 1: twenty years ago, long after the telephone, the arc and
Speaker 1: incandescent lamp, and the stationary electric motor had been thoroughly established.
Speaker 1: This is but natural, for it is the law logical
Speaker 1: outcome of the establishment of certain cardinal principles and practices
Speaker 1: in the kindred arts. The first roads to carry passengers
Speaker 1: commercially were built in Europe, but the first railway experiments
Speaker 1: and the modern commercial impetus, as well as most of
Speaker 1: the essential and distinctive features of the art as it
Speaker 1: stands today, an example of almost unprecedented industrial development, are
Speaker 1: distinctively American. As Frank J. Sprague pointed, out in his
Speaker 1: paper before the Electrical Congress of nineteen o four, from
Speaker 1: which much of the following matter is taken. Brandon Vermont
Speaker 1: birthplace and Thomas Davenport Blacksmith father are the names first
Speaker 1: on the genealogical tree of the electric railway in the
Speaker 1: year eighteen thirty four. A toy motor mounted on wheels
Speaker 1: propelled on a few feet of circular railway by a
Speaker 1: primary battery. Exhibited a year later at Springfield and again
Speaker 1: at Boston, is the infant's photograph. This was only three
Speaker 1: years after Henry's invention of the motor, following Faraday's discovery
Speaker 1: ten years earlier that electricity could be used to produce
Speaker 1: continuous motion. The records of Davenport's career, unearthed by the
Speaker 1: late Franklin Lennard Pope, show this early inventor a man
Speaker 1: of genius, deserving a high place in the niche of fame,
Speaker 1: for in a period of six years he built more
Speaker 1: than a hundred operative electric motors of various designs, many
Speaker 1: of which were put into actual service, an achievement taking
Speaker 1: into account the times, well nigh incredible. For nearly two
Speaker 1: score years, various inventors handicapped with the limitations of the
Speaker 1: primary battery and in utter ignorance of the principles of
Speaker 1: modern dynamo and motor construction, labored with small result. The
Speaker 1: invention by Paginotti in eighteen sixty one of the continuous
Speaker 1: current dynamo may properly be said to date all modern
Speaker 1: electric machines. These were developed in their earliest forms by
Speaker 1: Graham and Ziemens, Wheatstone and Valley, Farmer and Rowland, Hefna, Altanek,
Speaker 1: and others, and brought into existence the elements essential to
Speaker 1: any possible commercial success. Yet, notwithstanding that, the principle of
Speaker 1: the reversibility of the dynamo electric machine and the transmission
Speaker 1: of energy to a distance by the use of two
Speaker 1: similar machines said to have been discovered and described by
Speaker 1: Paginotti in eighteen sixty seven, the same year in which
Speaker 1: Professor Farmer described the principle of the modern dynamo in
Speaker 1: a letter to Henry Wilde, and demonstrated independently at the
Speaker 1: Vienna Exposition by Fontaine and Gram in eighteen seventy three.
Speaker 1: Many years more passed before the n importance and availability
Speaker 1: of this principle were generally recognized. From eighteen fifty to
Speaker 1: eighteen seventy five is a long period relatively, and yet
Speaker 1: there seemed to have been practically an entire cessation of
Speaker 1: experimental electric railway work until in the latter year George F. Green,
Speaker 1: a poor mechanic of Kalamazoo, Michigan, built a small model
Speaker 1: motor which was supplied from a battery through an overhead
Speaker 1: line with track return, and three years later he constructed
Speaker 1: another model on a larger scale. Green seemed to have
Speaker 1: realized that a dynamo was essential to success, but he
Speaker 1: did not know how to make one and did not
Speaker 1: have the means to buy it. Shortly afterward, in eighteen
Speaker 1: seventy nine, at the Berlin Exposition, Messrs Ziemanns and Haiersker
Speaker 1: constructed a short line about a third of a mile
Speaker 1: in length, which was the beginning of much active work
Speaker 1: by this firm. The dynamo and motor were of the
Speaker 1: now well known Seamen's type, and the current was supplied
Speaker 1: through a central rail with the running rails as a
Speaker 1: return to a small locomotive on which the motor was
Speaker 1: carried longitudinally, motion being transmitted through spur and beveled gears
Speaker 1: to a central shaft from which connection was made to
Speaker 1: the wheels. The locomotive drew three small cars, having a
Speaker 1: capacity of about twenty people, and attained the speed of
Speaker 1: about eight miles an hour, perhaps more than to any other.
Speaker 1: The credit for the first serious proposal in the United
Speaker 1: States should be awarded to Field. Curiously enough, patent papers
Speaker 1: were filed by Field, Siemens, and Edison, all within three
Speaker 1: months of each other in the spring and summer of
Speaker 1: eighteen eighty. Priority of invention was finally awarded to Field,
Speaker 1: he having filed a caveat a year before. He had
Speaker 1: been actively interested in electric telegraphs, and in an account
Speaker 1: of his work published some twenty years ago, it is
Speaker 1: stated that he early constructed two electric motors and had
Speaker 1: in mind the operation of street cars in San Francisco,
Speaker 1: but had not been able to do anything in the
Speaker 1: matter because of a realization that a dynamo must be
Speaker 1: used instead of a battery. In eighteen seventy seven, while
Speaker 1: in Europe, he saw some grum machines, and on his
Speaker 1: return two of them were ordered but not delivered. Later,
Speaker 1: a dynamo was ordered from Zieman's brothers in London, which
Speaker 1: was lost, and this was replaced by another, which arrived
Speaker 1: in the fall of eighteen seventy eight. Meanwhile, two grum
Speaker 1: machines were placed at his disposal, and shortly afterward an
Speaker 1: electric elevator was operated. In February eighteen seventy nine, he
Speaker 1: made plans for an electric railway, the current to be
Speaker 1: delivered from a stationary source of power through a war
Speaker 1: fire enclosed in a conduit with rail return, and in
Speaker 1: eighteen eighty to eighty one he constructed and put in
Speaker 1: operation an experimental electric locomotive in Stockbridge, Massachusetts, pending the
Speaker 1: settlement of patent interferences between Edison and Field. The seamen's application,
Speaker 1: being late, was rejected. The two interests were combined in
Speaker 1: a corporation known as the Electric Railway Company of the
Speaker 1: United States, and the first work of the company was
Speaker 1: the operation of an electric locomotive at the Chicago Railway
Speaker 1: Exposition in eighteen eighty three. The locomotive, called the Judge
Speaker 1: after the late Chief Justice Field, ran around the gallery
Speaker 1: of the main exposition building on a track of about
Speaker 1: one third of a mile in length. The motor used
Speaker 1: was a Western dynamo mounted on the car and connected
Speaker 1: by beveled gear to a shaft from which power was
Speaker 1: transmitted by belts to one of the wheels. The current
Speaker 1: was taken from a center rail with track return. A
Speaker 1: lever operated clutches on the driving shaft, and the speed
Speaker 1: was varied by resistance. The reversing mechanism consisted of two
Speaker 1: movable brushholders geared to a disk operated by a lever,
Speaker 1: each arm carrying a pair of brushes, one of which
Speaker 1: only could be thrown into circuit at a time to
Speaker 1: give the proper direction of movement. Meanwhile, several other inventors
Speaker 1: were getting actively into the field of transmission of power
Speaker 1: and electric railways. In the summer of eighteen eighty two,
Speaker 1: doctor Joseph R. Finney operated in Allegheny, Pennsylvania, a car
Speaker 1: for which current was supplied through an overhead wire, on
Speaker 1: which traveled a small trolley connected to the car with
Speaker 1: a flexible cable. And about the same time in England,
Speaker 1: doctor Fleming Jenkin, following a paper by Messrs Ireton and
Speaker 1: Perry before the Royal Institution on an Automatic Railway, proposed
Speaker 1: a scheme of telforage, which was developed by those gentlemen.
Speaker 1: In the early part of the same year, the writer
Speaker 1: mister Sprague, then a Midchipman in the United States Navy,
Speaker 1: who had in eighteen seventy nine and eighteen eighty begun
Speaker 1: the designing of motors, was ordered on duty at the
Speaker 1: Crystal Palace Electric Exhibition then being held at Sydenham, England.
Speaker 1: While in London, he became impressed with a belief in
Speaker 1: the possibility of operating the underground railway electrically. He first
Speaker 1: considered the use of maine and working conductors, the latter
Speaker 1: being carried between the tracks with rail return, but noting
Speaker 1: the complication of switches on certain sections of the road,
Speaker 1: conceived the idea of a car moving between two planes,
Speaker 1: traveling on one and making upper pressure contact with the other,
Speaker 1: those planes being the terminals of a constant potential system.
Speaker 1: For practical application, the lower of the two planes was
Speaker 1: to be replaced by the running track and all switches
Speaker 1: and sidings, and the upper plane by rigid conductors supported
Speaker 1: by the roof of the tunnel and following the center
Speaker 1: lines of all tracks and switches. Contact to be made
Speaker 1: therewith by a self adjusting device carried on the car
Speaker 1: roof over the center of the truck and pressed upwards
Speaker 1: by the springs. In eighteen eighty two, he applied for
Speaker 1: a patent on the first idea, which was but a
Speaker 1: variation from that shown in other patents, but the second
Speaker 1: late dormant for nearly three years because of central station
Speaker 1: work and the development of the application of stationery motors. Meanwhile,
Speaker 1: in the United States, Charles J. Fran de Poule, a
Speaker 1: Belgian by birth and a sculpture by original trade and
Speaker 1: an indefatigable worker, had become interested in electric manufacture and
Speaker 1: soon energetically attacked the railway problem. His first railway was
Speaker 1: a small experimental line constructed in Chicago in the winter
Speaker 1: of eighteen eighty two to eighty three, the current supplied
Speaker 1: from an overhead wire. In the fall of eighteen eighty three,
Speaker 1: a car was also run at the Industrial Exposition at Chicago.
Speaker 1: A year later, a train pulled by a locomotive and
Speaker 1: taking current from an underground conduit, was successfully operated at
Speaker 1: the Toronto Exhibition to carry passengers from the streetcar system,
Speaker 1: and again in the year following Van der Pool operated
Speaker 1: another train at the same place, using on this occasion
Speaker 1: an overhead wire and a weighted arm pressing a contact
Speaker 1: up against it. Experiments were also carried on by him
Speaker 1: on the South Bend Railway in the fall of eighteen eight,
Speaker 1: where several cars were equipped with small motors, and also
Speaker 1: in Minneapolis, where an electric car took the place of
Speaker 1: a steam locomotive. Other equipments were operated at the New
Speaker 1: Orleans Exhibition and at Montgomery, Alabama, where the current was
Speaker 1: at first taken from a single overhead wire which carried
Speaker 1: a traveling trolley connected to the car by a flexible conductor.
Speaker 1: Other equipments were put in operation at Windsor, Ontario, Detroit, Michigan, Appleton, Wisconsin,
Speaker 1: and Scranton, Pennsylvania. In these several equipments, the motors were
Speaker 1: placed on the front platforms of the cars and connected
Speaker 1: to the wheels by belts or chains. The cars were
Speaker 1: headed in one direction and operated from one end only.
Speaker 1: In eighteen eighty eight, the Van der Pool Company was
Speaker 1: absorbed by the Thompson Houston, which had recently entered the
Speaker 1: raililway field, and Van de Pool continued in its active
Speaker 1: development until his death in eighteen ninety two. Among the
Speaker 1: early American workers of this period, none was for a
Speaker 1: time more prominent than Leo Daft, who, after considerable development
Speaker 1: in motors for stationary work, took up their application to
Speaker 1: electric railways, making the first experiments towards the close of
Speaker 1: eighteen eighty three at his company's works at Greenville, New Jersey,
Speaker 1: these being sufficiently successful to be repeated in November of
Speaker 1: that year on the Saratoga and Mount McGregor Road. The
Speaker 1: locomotive used there was called the Ampere and pulled a
Speaker 1: full sized car. The motor was mounted on a platform
Speaker 1: and connected by belts to an intermediate shraft carried between
Speaker 1: the wheels, from which another set of belts led to
Speaker 1: pulleys on the driving axles. A center rail and the
Speaker 1: running rails formed the working conductor. Variation of speed was
Speaker 1: accomplished by variation of field resistance, this being accentuated by
Speaker 1: the use of iron instead of copper in some of
Speaker 1: the coils. In the following year Daft equipped a small
Speaker 1: car on one of the piers at a New York
Speaker 1: seaside resort, and a little later another one at the
Speaker 1: Mechanic Sphare in Boston, the motor for this last being
Speaker 1: subsequently put on duty at the New Orleans Exposition. In
Speaker 1: eighteen eighty five, work was begun by the Daft Company
Speaker 1: on the Hampton branch of the Baltimore Union Passenger Railway Company,
Speaker 1: where in August of that year operations were begun, at
Speaker 1: first with two and a year later with two more
Speaker 1: small electric locomotives, which did not carry passengers themselves but
Speaker 1: pulled regular street cars. A center and the running rail
Speaker 1: were used for the normal distribution, but at crossings and
Speaker 1: overhead conductor was installed and connection made to it by
Speaker 1: an arm carried on the car and pressed up against it.
Speaker 1: The driving was by a pinion operated on an internal
Speaker 1: gear on one of the axles. Daft's most ambitious work
Speaker 1: followed when a section of the Ninth Avenue elevated Road
Speaker 1: was equipped for a distance of two miles, on which
Speaker 1: a series of experiments were carried on during the latter
Speaker 1: part of eighteen eighty five with a locomotive called the
Speaker 1: Benjamin Franklin. The motor was mounted on a platform pivoted
Speaker 1: at one end, and motion was communicated from the armature
Speaker 1: to the driving wheel through grooved gears held in close contact,
Speaker 1: partly by the weight of the machine and partly by
Speaker 1: an adjustable screw device. This locomotive, pulling a train of cars,
Speaker 1: made several trips, but the experiments were soon suspended. This
Speaker 1: work was followed by street railway equipments at Los Angeles
Speaker 1: and dad elsewhere using double overhead wires carrying a trolley carriage. Meanwhile,
Speaker 1: Bentley and Knight, after some experiments in the yards of
Speaker 1: the Brush Electric Company at Cleveland in the fall of
Speaker 1: eighteen eighty three, installed a conduit system in August eighteen
Speaker 1: eighty four on the tracks of the East Cleveland Horse
Speaker 1: Railway Company. The equipped section of the road was two
Speaker 1: miles long. The conduits were of wood laid between the tracks,
Speaker 1: and two cars were employed, which were each equipped with
Speaker 1: a motor carried under the car body and transmitting power
Speaker 1: to the axle by wire cables. These equipments were operated
Speaker 1: with varying degrees of success during the winter of eighteen
Speaker 1: eighty four and eighty five, but were abandoned later. This
Speaker 1: work was followed by a double overhead trolley road at Womsocket,
Speaker 1: the motors being supplied by the Thompson Houston Company, and
Speaker 1: later by a combined double trolley and conduit road at Allegheny, Pennsylvania.
Speaker 1: In eighteen eighty four to eighty five, J. C. Henry
Speaker 1: installed and operated in Kansas City a railway supplied by
Speaker 1: two overhead conductors, on each of which traveled a small
Speaker 1: trolley connected to the car by a flexible cable. The
Speaker 1: motor was mounted on a frame supported on the car axle,
Speaker 1: and the power was transmitted through a clutch and a
Speaker 1: nest of gears, giving five speeds. In the following year
Speaker 1: a portion of another road was equipped. A number of
Speaker 1: experiments seemed to have been conducted there, and on some
Speaker 1: the rails were used as a return. The collectors were
Speaker 1: of different types, and it is said that, among others,
Speaker 1: there was one carried on the car. The final selection
Speaker 1: was a trolley having four wheels disposed in pairs in
Speaker 1: a horizontal plane, carried by and gripping the sides of
Speaker 1: the wires. This feature, but using one wire and rail return,
Speaker 1: characterized a road installed by Henry and San Diego, California,
Speaker 1: opened in November eighteen eighty seven. Meanwhile, work had begun
Speaker 1: in Great Britain, where the first regular road to be
Speaker 1: put in operation was that known as the Portrush Electric Railway.
Speaker 1: In Ireland, installed in eighteen eighty three by Seamen's Brothers
Speaker 1: of London, power was generated by turbines and the current
Speaker 1: was transmitted by a third rail supported on wooden posts
Speaker 1: alongside of the track, the running rails constituting the return.
Speaker 1: The pressure used was about two hundred fifty vaults. This
Speaker 1: was followed in the same year by a successful short
Speaker 1: road at Brighton, installed by Magnus Folk, the current being
Speaker 1: transmitted through the running rails. Then came the railway installed
Speaker 1: at Bessbrook, Newry in eighteen eighty five under the direction
Speaker 1: of the Messrs Hopkinson, and at Ride in eighteen eighty six,
Speaker 1: in which latter year was also installed the Blackpool Road
Speaker 1: by Holroyd Smith. In this latter case, the convoad system
Speaker 1: was used with complete metallic circuit. The motor was carried
Speaker 1: underneath the car between the axles and connected by chain gearing.
Speaker 1: Fixed brushes with and contact were used for both directions
Speaker 1: of running. Reverting to work in the United States, Sprague
Speaker 1: again took up the electric railway problem, and in eighteen
Speaker 1: eighty five before the Society of Arts Boston advocated the
Speaker 1: equipment of the New York Elevated Railway with motors carried
Speaker 1: on the trucks of the regular cars, and work was
Speaker 1: actually begun on the construction of experimental motors. Shortly afterward,
Speaker 1: a regular truck was equipped and a long series of
Speaker 1: tests made on a private track in New York City.
Speaker 1: In May eighteen eighty six, an elevated car was equipped
Speaker 1: with these motors and a series of tests begun on
Speaker 1: the thirty fourth Street branch of the road. These motors
Speaker 1: may be considered the parent models of the modern railway motor.
Speaker 1: They were centered through the brackets on the driving axles,
Speaker 1: connected to them by single reduction gears, and the free
Speaker 1: end of the motor was carried by springs from the
Speaker 1: transom the truck, elliptics being interposed between this support and
Speaker 1: the car body. The truck had two motors. They were
Speaker 1: run open, had one set of brushes, and were used
Speaker 1: not only for propelling the car but for breaking it.
Speaker 1: The motors were at first shunt wound, but later had
Speaker 1: a correcting coil in series, with the armorture at right
Speaker 1: angles to the normal field to prevent shifting of the
Speaker 1: neutral point. The car was operated from each end by
Speaker 1: similar switches. Current at six hundred vaults was used and
Speaker 1: of speed was effected by cutting out resistance in the
Speaker 1: armature circuit and then by reducing the field strength. This
Speaker 1: enabled energy to be returned to the line when decreasing
Speaker 1: from high speed, it being impossible to interest the railway management,
Speaker 1: the experiments were finally suspended. Soon afterward, a locomotive designed
Speaker 1: by Field had a short trial on the same section
Speaker 1: of the elevated Sprague then turned his attention to building
Speaker 1: a locomotive car of three hundred horse power capacity, each
Speaker 1: truck to be equipped with two motors, each having a
Speaker 1: pair of armatures geared to the axle. But this evidently
Speaker 1: being ahead of the times, and the possibilities of street
Speaker 1: tramway traction becoming evident, these equipments were abandoned, and he
Speaker 1: began the development of the type of motor finally used
Speaker 1: in Richmond, one crude form of which was first used
Speaker 1: in storage battery experiments in Philadelphia and others in New
Speaker 1: York and Boston in eighteen eighty six. Reviewing the conditions
Speaker 1: at the beginning of eighteen eighty seven, statistics compiled by
Speaker 1: t Comerford Martin show that, including every kind of equipment,
Speaker 1: even those a fraction of a mile long and operated
Speaker 1: in mines, there were but nine installations in Europe, aggregating
Speaker 1: about twenty miles of track, with a total equipment of
Speaker 1: fifty two motors and motor cars, none operated with the
Speaker 1: present overhead line or conduit, and seven cars operated by
Speaker 1: storage batteries, while in the United States there were only
Speaker 1: ten installations with an aggregate of less than forty miles
Speaker 1: of track, and fifty motors and motor cars operated mostly
Speaker 1: from overhead lines with traveling trolleys flexibly connected to the cars.
Speaker 1: These were partly daft but principally fanderpool roads. Almost every
Speaker 1: inn ventor who had taken part in active work was
Speaker 1: still alive. The roads, however, were limited in character, varied
Speaker 1: in equipment, and presented nothing sufficient to overcome the prejudices
Speaker 1: of those interested in transportation and command the confidence of capital.
Speaker 1: As a result of all these experiments, the series Wound
Speaker 1: motors soon became universal because of its ability to start
Speaker 1: a car with the least expenditure of energy, and has
Speaker 1: held its place to the present time. With minor improvements
Speaker 1: in its structure and method of gearing. Five hundred fifty
Speaker 1: to six hundred volts has become standard for the operation
Speaker 1: of the motors, this value having been found the most satisfactory,
Speaker 1: Although higher voltages are desirable for economy of transmission. The
Speaker 1: difficulties encountered in the construction of the motors, offset any
Speaker 1: advantages gained their bye. As previously explained, the higher the
Speaker 1: voltage used, the further may the power be economically distributed.
Speaker 1: In the direct current system, the voltage is limited to
Speaker 1: about six hundred. With this comparatively low voltage, cars could
Speaker 1: be economically operated only within a few miles of the
Speaker 1: generating station. The development of the alternating current transformer, by
Speaker 1: means of which the voltage could be raised or lowered
Speaker 1: without mechanism, showed the way to new developments. The direct
Speaker 1: current generators in the power stations were gradually removed and
Speaker 1: alternators substituted. Power could be generated at either low or
Speaker 1: high voltages, stepped up by means of transformers, sent over
Speaker 1: the line at a high voltage to a substation, dropped
Speaker 1: to a lower voltage again by the transformers, and changed
Speaker 1: to direct current by means of rotary converters from which
Speaker 1: the car lines were fed. This is the system at
Speaker 1: present in use in all the LAN large cities. The
Speaker 1: most unsatisfactory part of this system is the substation with
Speaker 1: its rotary converter, which increases the cost of the substation
Speaker 1: itself and requires considerable attention. One unfamiliar with the development
Speaker 1: of motors might ask why the cars were not equipped
Speaker 1: with alternating current motors. Motors of this class are, however,
Speaker 1: of quite recent origin, and their application to the severe
Speaker 1: strains of railway work has only been accomplished in the
Speaker 1: last four or five years. One of the most successful
Speaker 1: of these is the alternating current series motor, developed by
Speaker 1: the Westinghouse Company, and it promises soon to be very
Speaker 1: widely applied. The outlook for equipping long railway lines heretofore
Speaker 1: operated by steam is very promising, and in fact has
Speaker 1: already begun. In May nineteen o five, the Westinghouse Company
Speaker 1: completed the first heavy locomotive to be operated by single
Speaker 1: phase alternating current. This locomotive complete weighs one hundred thirty
Speaker 1: six tons. It was built in two halves, each having
Speaker 1: three axles. Each axle driven by a two hundred twenty
Speaker 1: five horse power single phase series motor having single reduction
Speaker 1: gears with a ratio of eighteen to ninety five. The
Speaker 1: current required to operate this locomotive, six thousand, six hundred
Speaker 1: vaults twenty five cycles, is collected from the trolley wire
Speaker 1: by means of a pneumatically operated pentagraph trolley with sliding
Speaker 1: contact and carried through an oil switch and circuit breaker
Speaker 1: to an autotransformer. In this transformer, it is reduced to
Speaker 1: three hundred twenty five vaults, at which pressure it is
Speaker 1: used in the motors. This locomotive, being designed for heavy
Speaker 1: freight service, develops a drawbar pull of five fifty thousand
Speaker 1: pounds at speed off from ten to twelve miles per hour.
Speaker 1: Following several other successful applications of these motors, the New York,
Speaker 1: New Haven and Hartford Railroad decided to equip its roads
Speaker 1: as far as Stamford, Connecticut, a distance of twenty two miles,
Speaker 1: with the Westinghouse system. The locomotives used weighs seventy tons
Speaker 1: and are each equipped with four gearless motors of two
Speaker 1: hundred fifty horse power each. These locomotives operate over twelve
Speaker 1: miles of tracks in the city of New York by
Speaker 1: means of six hundred volts direct current, and over twenty
Speaker 1: two miles of tracks supplied with alternating current at eleven
Speaker 1: thousand vaults twenty five cycles. Each locomotive is capable of
Speaker 1: hauling a two hundred ton passenger train. In accommodation service,
Speaker 1: requiring one stop every two miles at a scheduled speed
Speaker 1: of twenty six miles per hour and a maximum speed
Speaker 1: of forty five miles per hour. In express service, a
Speaker 1: maximum speed of sixty to seventy miles per hour can
Speaker 1: be attained. Perhaps the longest line yet equipped is that
Speaker 1: of the Spokane and Inland Railroad, having a total length
Speaker 1: of track of one hundred forty six miles. It has
Speaker 1: been attempted to apply other forms of alternating current motors
Speaker 1: to railway propulsion. One of these is known as the
Speaker 1: repulsion motor, and although it has been tried on short lines,
Speaker 1: it does not as yet appear to have been so
Speaker 1: successful as their series type. This forum has also been
Speaker 1: used in Germany, where some interesting tests on high speed
Speaker 1: lines have been made, during which speeds of one hundred
Speaker 1: forty miles per hour have been recorded and one hundred
Speaker 1: twenty six miles per hour with a car carrying passengers.
Speaker 1: End of section twenty eight