'CL'iT*'!.*^ I'll. .Z.'A:SiV .'^:x&r. ^y- V '^^ ^ . K -^ ,'^ .-^^ .^N^ S^^- .^ %, ."^' \' V^ V J> ^^. .V \ .^^:. '/ U) .# S^ c '^ "^ ''> ^■" xO^.. \^ .V. * '^*-. S>o J^ A ^- y s o >>^ ^ ^^ -^^ :^ ^0^ i-^o^ O N ■ ^N. ^ o> , , . » '\ k k'xK * % -^ V o ^ <,0 . ^ <:>, >-,^; ' s^s A / c «.A» A^^ 'i<. .V. * • •^ ..S^ -y fi ■H^HHIH 'fllHH *mm ^PI^H jJ||H ^^^^^ssa/g^^^ W rn^tm i^^m K ^I^H li^ta. ^^^^^H I^HmbJIH mI KX THK ELECTRIC RAILWAY TEST COMMISSION AND EXECUTIVE COMMITTEE. W. E Goldsborough Jas. H. McGraw. H. H. Norrle. W. J. Wil2Ut=. J. G, White. Geo. F. McCulloch. H. T Plumb. H. H Vreeland B. V. Svvenson. EEPORT OF THB Electric Railway Test Commission TO THB President of the Louisiana Purchase Exposition Members op the Commission : J. G. WHITE, Chairman GEO. F. Mcculloch h. h. vreeland JAMES H. McGRAW W. J. WILGUS NEW YORK McGEAW PUBLISHING COMPANY 1906 G 51 LIBRARY of CONGRESS Two CoDies Received MAV 24 1906 Copyright Entry class/ CL XXc. No, ' COPY B. Report Edited by HENRY H. NORRIS, M.E. and BERNARD V. SWENSON, E.E., M.E. COPYRrGHTED, 1906, BY THE McGraw Publishing Company New York Hon. David R. Francis, President, Louisiana Purchase Exposition. Dear Sir: The Electric Railway Test Commission has the honor to submit herewith an historical and chronological review of the work confided to its care. The Commission wishes to express its appreciation of the hearty co-operation of the Chief of Electricity during all the stages of the work, and to heartily commend the efforts which have been put forth by its superintendents in successfully over- coming the many obstacles which arose during the conduct of the tests, and in the editing and arrangement of this Report. The Commission also wishes to express its appreciation of the assistance rendered by the committees of engineers who helped to plan the scope of the work undertaken; of the results accom- plished by the test corps, the United States Bureau of Standards, and others w^ho aided directly in the tests; of the kindness of the manufacturing and other companies who contributed to the work by the loan of instruments, machinery, or otherwise; and of the financial assistance of those whose contributions made the work possible. Very respectfully submitted, The Electric Railway Test Commission. J. G. White, Chairman. H. H. Yreeland, Treasurer. James H. McGraw, Secretary. W. J. WiLGUS. Geo. F. McCulloch. Ill MEMBERS OE THE COMMISSION. J. G. White, President, J. G. White & Company, Chairman. H. H. Vreeland, President, Metropolitan Railway Company, Treasurer. James H. McGraw, President, The McGraw Publishing Co., Secretary. W. J. WiLGus, Vice-President, New York Central and Hudson River Railroad. Geo. F. McCulloch, President, Indiana Union Traction Co. MEMBERS OF THE EXECUTIVE COMMITTEE. W. E. GoLDSBOROuGH, Chief of the Department of Electricity, Louisiana Pur- chase Exposition, Chairman. H. H. NoRRis, Assistant Professor of Electrical Engineering, Cornell Univer- sity, Superintendent. B. V. SwENSON, Assistant Professor of Electrical Engineering, University of Wisconsin, Assistant Superintendent. H. T. Plumb, Assistant Professor of Electrical Engineering, Purdue University, Assistant Superintendent. MEMBERS OF THE ADVISORY COMMITTEE. A. H. Armstrong, General Electric Company. Clarence Renshaw, Westinghouse Electric and Manufacturing Company. W. S. Arnold, Bullock Electric Manufacturing Company W. N. Smith, Westinghouse, Church, Kerr & Company, MEMBERS OF THE ENGINEERING COMMITTEE ON TEST OF CITY AND SUBURBAN EQUIPMENTS. M. G. Starrett, Chief Engineer, New York City Railway Co. D. F. Carver, Chief Engineer, Public Service Corporation of New Jersey. W. S. Twining, Chief Engineer, Philadelphia Rapid Transit Company. MEMBERS OF THE ENGINEERING COMMITTEE ON TEST OF INTERURBAN EQUIPMENTS. A, L. Drum, Assistant General Manager, Indiana Union Traction Co. C. J. Jones, Chief Engineer, Elgin, Aurora & Chicago Railway. C. A. Alderman, Chief Engineer, Appleyard System, Springfield, Ohio. MEMBERS OF THE ENGINEERING COMMITTEE ON TEST OF HEAVY TRACTION EQUIPMENTS. F. J. Sprague, Consulting Engineer, New York City. B. J. Arnold, Consulting Engineer, New York City. W. J. WiLGus, Vice-President, New York Central and Hudson River Railroad, New York City. F. R. Slater, Assistant Engineer to L. B. Still well, New York City. MEMBERS OF THE ENGINEERING COMMITTEE ON NEW ELEC- TRIC RAILWAY SYSTEMS. B. J. Arnold, Consulting Engineer, New York City. P. M. Lincoln, Electrical Engineer, with Westinghouse Electric and Manu- facturing Company, Pittsburg, Pa. W. B. Potter, Electrical Engineer, with General Electric Company, Schenec- tady, N.Y. iv CONTENTS. PART I. Page Introduction 1 PART II. CHAPTER I. " . Service Tests of Electric Cars 35 CHAPTER II. Service Tests of a Single-Truck City Car 76 CHAPTER III. Service Tests of a Double-Truck City Car 116 CHAPTER IV. Service Tests of an Interurban Car . » 145 PART III. CHAPTER V. Acceleration Tests of a Single-Truck City Car 199 CHAPTER VI. Acceleration Tests of an Interurban Car 227 PART IV. CHAPTER VII. Compressor Station Tests of a Storage Air System of Braking 255 CHAPTER VIII. Braking Tests on a Double-Truck City Car Equipped with Air Brakes 292 CHAPTER IX. Braking Tests on an Interurban Car Equipped with Air Brakes 324 CHAPTER X. Braking Tests on a Single-Truck City Car Equipped with Mag- netic Brakes 338 V vi CONTENTS PART V. CHAPTER XI. Page Tests of a Storage Battery Industrial Locomotive 369 PART VI. CHAPTER XII. Alternating Current Losses in Steel Rails and in Other Steel AND Iron Sections 389 CHAPTER XIII. Alternating Current Losses in Track 432 PART VII. CHAPTER XIV. Train Resistance Tests of Interurban Cars 463 CHAPTER XV. The Test Car " Louisiana " 488 CHAPTER XVI. Air Resistance Tests . 534. APPENDIX A. General Data Relating to Electric Cars 577 APPENDIX B. Acknowledgments 593 TESTS. Test 1. Service Tests on a Single-Truck City Car. Hand Brake. 2. Service Tests on a Single-Truck City Car. Magnetic Brake. 3. Service Tests on a Single-Truck City Car. Magnetic Brake. 4. Service Tests on a Single-Truck City Car. Hand Brake. 5. Service Tests on a Single-Truck City Car. Magnetic Brake. 6. Service Tests on a Double-Truck City Car. Independent Motor Compressor. Wet Track. 7. Service Tests on a Double-Truck City Car. Independent Motor Compressor. Dry Track. 8. Service Tests on a Double-Truck City Car. Storage Air System. Dry Track. 9. Service Tests on an Interurban Car. Run from Muncie City Limits to Indianapolis: Indianapolis to Ander- son. Dry Track. No Trailer. 10. Service Tests on an Interurban Car. Run from Anderson to Muncie : Muncie to Indianapolis : Indianapolis to Anderson. Dry Track. No Trailer. 11. Service Tests on an Interurban Car. Run from Muncie to Indianapolis and return to Muncie. Dry Track. One Trailer. 12. Service Tests on an Interurban Car. Run from Muncie to Indianapolis and return to Muncie. Dry Track. No Trailer. 13. Acceleration Tests on a Single-Truck City Car. Controller Turned to Full Parallel in 40 feet. 14. Acceleration Tests on a Single-Truck City Car. Controller Turned to Full Parallel in 70 feet. 15. Acceleration Tests on a Single-Truck City Car. Controller Turned to Full Parallel in 100 feet. 16. Acceleration Tests on a Single-Truck City Car. Controller Turned to Full Parallel in 150 feet. 17. Acceleration Tests on a Single-Truck City Car. Controller Turned to Full Parallel in 200 feet, vU viii TESTS Test 18. Acceleration Tests on an Interurban Car. Controller to Series Position at once. Car at Rest. Final Contact in 9.1 Seconds. 19. Acceleration Tests on an Interurban Car. Controller to Parallel Position at once. Car at Rest. Final Contact in 20.26 Seconds. 20. Compressor Station Tests of a Storage Air System of Braking. Length of Test, 24 hours. 21. Compressor Station Tests of a Storage Air System of Braking. Length of Test, 2 hours, 35 minutes. 22. Braking Tests on Double-Truck City Cars Equipped with Air Brakes. Storage System, 51 Cars. 23. Braking Tests on a Double-Truck City Car Equipped with Air Brakes. Storage System. 24. Braking Tests on a Double-Truck City Car Equipped with Air Brakes. Motor. Compressor System. Wet Track. 25. Braking Tests on a Double-Truck City Car Equipped with Air Brakes. Motor. Compressor System. Dry Track. 26. Stand Tests of Motor-Compressor. Against Constant Pressure, 93 lbs. 27. Stand Tests of Motor-Compressor. Against Pressure from 43.5 to 50.8 poimds. 28. Stand Tests of Motor-Compressor. Against Pressure from 43.5 to 60.6 pounds. 29. Braking Tests on an Interurban Car Equipped with Air Brakes. Air Pressure, 20 pounds to square inch. 30. Braking Tests on an Interurban Car Equipped with Air Brakes. Air Pressure, 20 pounds to square inch, 31. Braking Tests on an Interurban Car Equipped with Air Brakes. Air Pressure, 30 pounds to square inch. 32. Braking Tests on an Interurban Car Equipped with Air Brakes. Air Pressure, 40 pounds to square inch. 33. Braking Tests on an Interurban Car Equipped with Air Brakes. Air Pressure, 40 pounds to square inch. 34. Braking Tests on a Single-Truck City Car Equipped with Magnetic Brakes. 35. Tests of a Storage-Battery Industrial Locomotive. Pulling Against Fixed Anchor. 36. Tests of a Storage-Battery Industrial Locomotive. Running Without Trailers. 37. Tests of a Storage-Battery Industrial Locomotive. Lpcomotive Hauling Trailers, TESTS ix Test 38. Alternating Current Losses in Steel Rails and in Other Steel AND Iron Sections. Section of A.S.C.E. Standard T-RaU, 26.07 feet long, 56 pounds per yard. 39. Alternating Current Losses in Steel Rails and in Other Steel AND Iron Sections. Section of A.S.C.E. Standard T-Rail, 27.83 feet long, 80 pounds per yard. 40. Alternating Current Losses in Steel Rails and in Other Steel AND Iron Sections. Square Steel Section, 8.56 feet long, 64.15 pounds per yard. 41. Alternating Current Losses in Steel Rails and in Other Steel AND Iron Sections. Round Section, 3 inches in diameter, 8.16 feet long, 72 pounds per yard. 42. Alternating Current Losses in Steel Rails and in Other Steel AND Iron Sections. Round Steel Section, 2.5 inches in diameter, 7.63 feet long, 50.6 pounds per yard. 43. Alternating Current Losses in Steel Rails and in Other Steel AND Iron Sections. Tool Steel, Square Section, diameter 2.02 inches, 6.95 feet long, 41.3 pounds per yard. 44. Alternating Current Losses in Steel Rails and in Other Steel AND Iron Sections. Wrought Iron Gas Pipe, inside diameter, 3.01 inches, outside diameter, 3.51 inches, 18.43 feet long, 22.72 pounds per yard. 45. Alternating Current Losses in Track. Direct Current Resistance. 46. Alternating Current Losses in Track. Double Track and Double Trolley. 47. Alternating Current Losses in Track. Double Track Alone. 48. Alternating Current Losses in Track. Single Track and Single Trolley. 49. Alternating Current Losses in Track. Single Track Alone. 50. Alternating Current Losses in Track. Single Rail and Single Trolley. 51. Alternating Current Losses in Track. Single Rail Alone. 52. Train Resistance Tests of Interurban Cars. Resistance Tests with Car No. 284, between Carmel and Noblesville, Ind. 53. Train Resistance Tests op Interurban Cars. Resistance Data Selected from Service Tests of Chapter IV. 54. Train Resistance Tests of Interurban Cars. Resistance Runs with Car "Louisiana" with Parabolic-Wedge Shaped. Movable Vestibule, Standard Fixed Vestibule in Position. X TESTS Test 55. Train Resistance Tests of Interurban Cars. Resistance Runs with Car "Louisiana" with Parabolic Shaped Movable Vestibule, Standard Fixed Vestibule in Position. 56. Train Resistance Tests of Interurban Cars. Resistance Runs with Car "Louisiana" with Flat Movable Vestibule, Standard Fixed Vestibule in Position. 57. Train Resistance Tests of Interurban Cars. Resistance Runs with Car "Louisiana," Standard Movable Vestibule in Position. No Rear Vestibule. 58. Air Resistance Tests. Car "Louisiana" with Parabolic-Wedge Vestibule. 59. Air Resistance Tests. Car "Louisiana" with Parabola Vestibule. 60. Air Resistance Tests. Car "Louisiana" with Flat Vestibule. 61. Air Resistance Tests. Car "Louisiana" with Standard Vestibule. TABLES. Table Page I. Synopsis of Results of Service Tests on Single-Truck City Car, 77 II. Air and Motor Temperature in Single-Truck Car, Test No. 1, 111 III. Air and Motor Temperature in Single-Truck Car, Test No. 2, 112 IV. Air and Motor Temperature in Single-Truck Car, Test No. 3, 113 V. Air and Motor Temperature in Single-Truck Car, Test No. 4, 114 VI. Air and Motor Temperature in Single-Truck Car, Test No. 5, 115 VII. Synopsis of Results, Tests 6-8 116 VIII. Results of Test No. 6 134 IX. Results of Test No. 7 136 X Results of Test No. 8 138 XI. Synopsis of Results, Tests 9-12 145 XII. Running Schedule Muncie-Indianapolis Division 154 XIII. Air Temperature and Wind Data 155 XIV. Intermediate Results of Test No. 9 168 XV. Intermediate Results of Test No. 9 168 XVI. Intermediate Results of Test No. 9, Summary of Tables XIV and XV 168 XVII. Intermediate Results of Test No. 10 169 XVIII. Intermediate Results of Test No. 10 169 XIX. Intermediate Results of Test No. 10, Summary of Tables XVII and XVIII 169 XX. Intermediate Results of Test No. 11 170 XXI. Intermediate Results of Test No. 11 170 XXII. Intermediate Results of Test No. 11, Summary of Tables XX and XXI 170 XXIII. Intermediate Results of Test No. 12 171 XXIV. Intermediate Results of Test No. 12 171 XXV. Intermediate Results of Test No. 12, Summary of Tables XXIII and XXIV 171 XXVI. Result of Test No. 9 177 XXVII. Result of Test No. 10 180 XXVIII. Result of Test No. 11 182 XXIX. Result of Test No. 12 184 XXX. Synopsis of Results, Acceleration 199 XXXI. Synopsis of Results, Tests 18 and 19 228 XXXII. Synopsis of Results, Tests 20 and 21 256 XXXIII. Average Air Temperatures by Three-hour Periods .... 280 XXXIV. Average Temperatures of Cooling Water by Three-hour Periods 280 xi xu TABLES Table Page XXXV. General Summary by Three-hour Periods . . c . . . . 281 XXXVI. General Results of Twenty-four-hour Run ....... 281 XXXVII. Showing Average Temperatures for Test No. 21 Com- pared with those for a Similar Period in Test No. 20 . . 282 XXXVIII, General Summary of 2.35-Hour Run with City Water, Arranged for Comparison with Twenty-four-hour Run, 283 XXXIX. General Comparison to Show Relative Merits of the two Systems of Cooling the Air During Compression . 283 XL. Synopsis of Results, Tests 22-25 293 XLI. Synopsis of Results, Tests 26-28 294 XLII. Test No. 22, General Summary of Results 298 XLIII. Results of Test No. 22, Compression Data 299 XLIV. Results of Test No. 22, Stop Data 300 XLV. Air Taken by Cars 300 XL VI. Test No. 23, General Summary of Results 303 XL VII. Air Consumption of Car 2600 304 XL VIII. Tests Nos. 24 and 25, General Summary of Results . . .312 XLIX. Air Consumption of Car 2600 313 L. Air Consumption of Car 2600 313 LI. Tests Nos. 26, 27, and 28, General Summary of Results . 318 LII. Synopsis of Results, Tests Nos. 29, 30, 31, 32, 33 . . . . 324 LIII. Synopsis of Results 338 LIV. Braking Tests of Single Truck City Car Time, Speed and Distance Data 352 LV. Braking Tests of Single-Truck City Car Electrical Data . . 353 LVI. Synopsis of Results, Industrial Locomotive Tests .... 369 LVII. Test No. 38 402 LVIII. Test No. 39 408 LIX. A. C. Losses in Square Section 416 LX. A. C. Losses in Round Section 418 LXI. A. C. Losses in Round Section 420 LXII. A. C. Losses in Square Section 422 LXIII. A. C. Losses in Pipe Section 424 LXIV. Direct Current Resistance of Track „ 446 LXV. Synopsis of Results of Train Resistance Tests 464 LXVI. Test No. 52, Resistance Runs with Car "284" (on Test Track) .477 LXVII. Test No. 53, Resistance Runs with Car "284" 478 LXVIII. Test No. 54, Parabolic-Wedge Front Vestibule, Standard Rear Vestibule 481 LXIX. Test No. 55, Parabolic Front Vestibule, Standard Rear Vestibule 482 LXX. Test No. 56, Flat Front Vestibule, Standard Rear Ves- tibule 483 LXXI. Test No. 57, Standard Front Vestibule, No Rear Vesti- bule ...,. . 484 TABLES xui Table Page LXXII. Table of Grades between Siding 105 and Siding 109 . . 495 LXXIII. Synopsis of Results of Air Resistance Tests 534 LXXIV. Data Showing Direction and Velocity of Wind .... 535 LXXV. Schedule of Runs for Preliminary Tests 537 LXXVI. Schedule of Runs with Parabolic-Wedge Vestibule . . 538 LXXVII. Schedule of Runs, with Parabolic Vestibule 542 LXXVIII. Schedule of Runs with Flat Vestibule 543 LXXIX. Schedule of Runs with Standard Vestibule 545 LXXX. Test No. 58, Air Pressure on Car "Louisiana" on Test Track 558 LXXXI. Test No. 59, Air Pressure Tests on Car "Louisiana" on Test Track 559 LXXXII. Test No. 60, Air Pressure on Car "Louisiana" on Test Track 560 LXXXIII. Test No. 61, Air Pressure Tests on Car "Louisiana" on Test Track 561 LXXXIV. Car Body Resistance Data .562 LXXXV. Power Absorbed by Vestibules 563 LXXXVI. General Results of Air Resistance Tests 569 LXXXVII. Power Absorbed by Vestibules, Expressed in Horse Power 569 LXXXVIII. Power Absorbed by Front and Rear Vestibules in Kilowatts 570 LXXXIX. Relative Power Required to Force Front Vestibules only, through the Air, at Various Speeds 570 XC. Power Absorbed by Parobolic- Wedge Front Vestibule and Parabolic Rear Vestibule in Overcoming Air Resistance, as Compared with that Absorbed by Standard Front and Rear Vestibules 571 XCI. Power Absorbed by Front and Rear Vestibules and Car Body, Kilowatts 571 XCII. Total Estimated Power Absorbed in Overcoming Air Resistance by an Interurban Car Equipped with Various Vestibules 572 XCIII. Classification of Electric Cars 578 XCIV. Data for Light City Service (Single Truck) ..... 582 XCV. Data for Heavy City Service (Double Truck) .... 582 XCVI. Data for Heavy City Service, Continued. (Double Truck) 584 XCVII. Data for Light Interurban Service (Double Truck) . . 585 XCVIII. Data for Heavy Interurban Service (Double Truck, 4 Motors) 586 XCIX. Average Data for Light City Service 587 C. Average Data for Heavy City Service 588 CI. Average Data for Light Interurban Service 588 CII. Average Data for Heavy Interurban Service 589 PART I. INTRODUCTION. INTRODUCTION. The Electric Railway Test Commission. The organization of the Electric Railway Test Commission was due to the recognition, by the officials of the Louisiana Purchase Exposition, of the fact that the presence of a large amount of electric railway apparatus, gathered together for exhibit purposes, offered an exceptional opportimity for obtain- ing practical and scientific information of equal interest to the producer and to the user of electrical machinery; and of the further fact that such investigations could most advantageously be carried out under the auspices of the Exposition. In order to take advantage of this opportunity. President David R. Francis, in November, 1903, in consultation with Professor W. E. Goldsborough, Chief of the Department of Electricity, appointed five commissioners to study the situation and to devise ways and means for accomplishing the desired ends. This commission was selected so as to give representation to all branches of the electric railway industry and was made up of the following : J. G. White, President J. G. White & Company, Chairman. H. H. Vreeland, President Metropolitan Railway Com- pany, Treasurer. James H. McGraw, President The McGraw Publishing Company, Secretary. W. J. Wilgus, Vice-President New York Central Rail- road. Geo. F. McCulloch, President Indiana Union Traction Company. ELECTRIC RAILWAY TEST COMMISSION Memorandum by Professor Goldsborough. At a meeting of the Commission held on December 17, 1903, Professor Goldsborough presented the following draft of sug- gested plans for tests which might be satisfactorily taken up by the Commission. MEMORANDUM FOR THE ELECTRIC RAILWAY TEST COMMIS- SION, UNIVERSAL EXPOSITION, ST. LOUIS, 1904. I HAVE the honor to present, for the consideration of the Commission, a statement of the provision which has thus far been made for the test of electric railway apparatus at the Louisiana Purchase Exposition, and I have taken the liberty to suggest certain topics which, I hope, will be found worthy of consideration by the Commission. It is the desire of the Exposition Management that, if possible, ade- quate arrangements be perfected for the conduct at the Exposition of a most comprehensive series of tests upon electric railway equipment, in order that, thereby, a large amount of important scientific and engineer- ing information may be compiled for the benefit and use of designers and engineers in meeting the great engineering problems now arising, which involve enormous expenditures and deal almost exclusively with the problem of electric railway construction. The Exposition Company has found it possible to provide adequate space in the Electricity Building for the installation of all systems which will show modern methods for the operation and control of electric cars and trains. Exhibitors of such sets will be requested to so arrange their installations as to make them available for test in position in the build- ing. On the grounds the Exposition Company has provided special tracks having an almost level grade and well ballasted, for the operation and test of such complete electric railway car and locomotive equipments as shall be offered. These special tracks consist of one section, fourteen hundred feet in length, and a second section, two thousand feet in length, the two sections being parallel. I*n addition, terminal facilities have been arranged in a prominent location, capable of holding from twenty to twenty-five fully equipped cars. The site of the special tracks is parallel with the Transportation and Varied Industries buildings, and between these buildings and -Lindell Boulevard, which is the southern boundary of the Pike. The terminal tracks lie between the Varied Industries and Transportation buildings, INTRODUCTION 3 and at right angles to the test tracks. It is beheved that these outdoor tracks will afford ample space for very comprehensive tests upon all present types of electrically equipped cars and locomotives, including the following classes: Equipments Operated from a Central Station. (a) Cars equipped for city service. (b) Cars equipped for interurban service. (c) Industrial electric locomotives. (d) Mining locomotives. (e) Locomotives for steam railway service conditions. Equipments Operated by Stored Power. (a) Cars equipped for city service. (6) Industrial locomotives. (c) Mining locomotives. (d) Locomotives for steam railway service conditions. (e) Heavy tram service, electric automobiles. (/) Heavy electric trucks. The character to be given the tests made upon the various electrical equipments submitted may, it is thought, be divided as follows : Tests on Apparatus in Electricity Building. (a) Tests on electric railway motor equipments under constant load to determine rate of heating during continuous operation. (b) Tests on electric railway motor equipments to determine efficiency of such motors under different fixed conditions of operation. (c) Tests on electric railway motor equipment for the purpose of determining their torque curves and accelerating power. (d) Tests of hand, automatic, and multiple control systems to determine, by repeated tests, the relative economy, certainty, and regularity of starting motor car equipments under fixed loads. Tests of Electrical Railway Equipments on Experimental Track. (a) Acceleration tests on single cars and multiple equipped trains. (b) Braking tests on single cars and multiple equipped trains. (c) Coasting tests on single cars and multiple equipped trains. (d) Motor heating tests on single cars and multiple equipped trains. (e) Acceleration tests on locomotives and locomotive trains. (/) Braking tests on locomotives and locomotive trains. (g) Coasting tests on locomotives and locomotive trains. (h) Motor heating tests on locomotives and locomotive trains. (i) Tests to determine car and train friction. 4 ELECTRIC RAILWAY TEST COMMISSION The great value of accumulating comprehensive information covering all types of standard railway apparatus at this time cannot be over- estimated, and eminent authorities can be cited to show that the infor- mation at present in the hands of electrical engineers is, to a great ex- tent, incomplete and unequal to the present demands of our profession. That the test tracks are adequate for the tests outlined above is assured when it is remembered that, for a given temperature rise, the capacity in tons per motor is practically a fixed amount and indepen- dent of the number of stops per mile. The number of stops made by an electric car will vary from a maximum of fifteen stops per mile in city practice to a minimum of about one stop in five miles in local interurban practice. Five stops per mile is a very frequent figure even in inter- urban work, whereas the test track facihties admit of a rate of operat- ing equivalent to five stops in two miles. The tests for determining the heating of electric railway motors in service under different conditions of gearing and schedule can be made by operating the -car continually over a given length of track as a shuttle- train first in one direction and then in the reverse direction. In this way conditions can be kept perfectly uniform and wind resistance to a great extent eliminated. The effect of passengers can be obtained by a dead-weight load upon the car, and variation in the behavior of the car under light and heavy loading investigated. The importance of these tests will be better appreciated when it is remembered that only by an elaborate series of temperature runs made upon an exj^erimental track can the degrees rise per watt lost in differ- ent parts of a motor be accurately determined. Service capacity curves for different conditions of service are, therefore, not absolutely correct unless the thermal capacity curves be obtained from actual tests giving the same train cycle as that over which the equipment is designed to be operated. These tests are of special importance in relation to the light which" they will throw upon the problem of determining the standard factory tests to be applied in the rating of electric railway motors. The rela- tion between the commercial one-hour rating of a railway motor and its service capacity performance is very difficult to express. In fact it is almost impossible to compare two motors differing essentially in their mechanical design under present conditions, as the stand test of a motor has no direct bearing on its service performance with its different dis- tribution of losses and better facilities for ventilation. By carrying on a series of exhaustive tests on many individual motor equipments, it becomes possible to generalize with a fair degree of ac- curacy, and to evolve curves of real value to operating engineers. The matter of the imj^ortance of wind resistance tests should not be INTRODUCTION 6 overlooked. Data now at hand have been developed largely through tests made upon steam railroads. No conclusive data are at hand re- garding the effect of differently shaped car-ends on single or multiple car operation. When such data become available, it will be possible to much more accurately adapt railway car and train equipments to eco- nomic service on the roads for which they are designed. If the general matter of tests on electric railway equipments has an importance sufficient to warrant such action, it may prove advisable for the Commission to enlist the co-operation of the American Street Railway Association and the American Railway Mechanical and Elec- trical Association, and the appointment by these associations of suitable expert committees to investigate and report upon a definite schedule of tests for all the electric railway equipments that may be submitted. To such committee or committees of experts, the matter of the intro- duction of alternating-current power in the operation of electric rail- ways can, with advantage, be commended for special consideration, in order that this important and now developing branch of electric railway service shall not be overlooked, and an early opportunity of securing important information relative thereto be permitted to pass. In carrying out these tests, the Exposition Company, and particularly the Department of Electricity, will provide every facility possible. In regard to the matter of appliances for the standardization of instru- ments used in connection with the tests, I desire to make the announce- ment that the National Bureau of Standards will erect in the Palace of Electricity a laboratory fully equipped with every modern apphance needed for the most accurate and scientific standardization of all types and classes of electrical instruments. The importance of this work would seem to warrant the inference that important operating and manufacturing companies engaged in electrical railroading will find it worth while to co-operate to the extent of defraying expenses thereof not otherAvise provided for. Respectfully submitted, W. E. GOLDSBOROUGH. Co-operation with the American Street Railway Association. At the second meeting of the Commission, held January 27, 1904, a committee was appointed to draft a communication to the American Street Railway Association. The following letter 6 ELECTRIC RAILWAY TEST COMMISSION was prepared in order to acquaint the Association with the pur- poses of the Commission and to obtain its co-operation. This letter was accompanied by an abstract of Professor Golds- borough's memorandum. New York, February 1, 1904. Executive Committee, American Street Railway Association. Gentlemen : — By unanimous vote of the Electric Railway Test Commission of the Universal Exposition, St. Louis, 1904, I have been requested to submit to you the enclosed memorandum which details in brief the series of tests which the Commission hope will be successfully carried out on electric railway appliances and equipments. That this work may be made as valuable as possible to electric rail- way interests the Commission invites the co-operation of the American StreeURailwaj'^ Association in carrying the work to a successful conclusion. It has been suggested that the membership of the American Street Railway Association may profitably see fit to delegate certain engineers to be in attendance upon the tests and to co-operate in the making of records and supervising of experimental details. It is proposed that the tests shall be inaugurated on or about the first of July, 1904, to con- tinue during the remainder of the Exposition term. The way seems open to make the work now in hand of permanent and far-reaching value in its effect upon economic operation of electric railway properties. Very respectfully, J. G. White, Chairman. James H. McGraw, Secretary. The matter was presented to the Executive Committee of the Association on February 29, by Mr. Vreeland, who reported that his suggestions were heartily received. The following quo- tation from the minutes of the Executive Committee indicates the cordial feeling which has existed between the Association and the Commission. The following communication in relation to tests of street railway equipment and appliances, and other electrical apparatus, to be made during the World's Fair at St. Louis, was read. (Then follows Professor Goldsborough's memorandum as on page 2.) Mr. Vreeland then outlined the work which it is proposed to perform in St. Louis in connection with the tests in question, and suggested that INTRODUCTION 7 the members of the Association should appoint engineers to co-operate with those in charge of the tests so as to secure results which will be valuable both from a theoretical and a practical standpoint. Mr. Hutchins moved that the President and Secretary be authorized to communicate with the members of the Association urging them to co-operate as far as practicable in the tests above referred to; it being the desire of the Executive Committee that one or more engineers rep- resenting members of the Association should be present during the tests to lend such assistance as may be possible; that the attendance of the engineers be arranged for, so that two of them will be present at all times, arrangements being made in advance to this effect, it being the desire of the Executive Committee that the members shall co-operate in this matter to the fullest possible extent. Motion carried. Announcement of Plans of the Commission. The following outline of the plans of the Commission was prepared and printed in circular form for distribution among the individuals and companies interested in electric railway work. outline of the flans of the electric railway test com- mission, UNIVERSAL exposition, ST. LOUIS, 1904. One of the most important features of the Louisiana Purchase Expo- sition to railway men, and certainly one of great permanent value, will be the results secured by the Electric Railway Test -Commission. The street railway industry of the United States comprises over one thousand companies owning and operating over 26,000 miles of single track, upon which are transported over five billion passengers per year by the use of over 71,000 cars. The aggregate mileage-run by cars exceeds one billion miles. More than one and one-quarter million horse power are involved, and in money nearly three billion dollars. The authorities of the World's Fair, realizing the importance of this industry to our civilization and future development, have provided for the bringing together of all the types of machinery and appliances that enter into the construction and equipment of electric railroads, and, in addition to this, have offered facilities for the testing of this class of apparatus that have never before been available for such a purpose in the history of the development of electric traction. The authorities of the Exposition thereupon appointed an Electric Railway Test Commission for the purpose of making elaborate and 8 ELECTRIC RAILWAY TEST COMMISSION accurate tests on electric railway apparatus, and to take every advan- tage of the facilities thus placed at their disposal. It is the intention of the Commission to test not only the electric railway equipments of standard types, but systems and apparatus now being developed, and to have demonstrated the utility of electric railway signal apparatus and safety devices of every form. The exhibits in the Palace of Electricity will comprise principally motors, controllers, switchboard and auxiliary apparatus. Outside of this building, there are two parallel tracks 1,400 feet in length, and two parallel tracks 2,000 feet in length, upon which speed, acceleration, braking, and efficiency tests can be conducted. All the electric railway features, even if located in or about the Transportation Building, are to be, as is eminently proper, under the direction of the electrical depart- ment, and not under the steam railroad department of transportation as has been the case in previous expositions. Through the liberality of the Indiana Union Traction Company, the Commission has obtained unusual opportunities for making high speed and heavy traction tests. The track placed at their disposal by the Indiana Company is eight miles in length, well ballasted, straight, and practically level throughout its entire length. The Executive Committee of the American Street Railway Associ- ation, at a meeting held in New York on February 29, 1904, promised the Commission their hearty co-operation in the execution of their work. The interest and co-operation of the leading manufacturers of electric railway apparatus have also been secured. As an illustration of this, three new single-phase, alternating-current motors have been offered the Commission for testing purposes. Special tests will be arranged for them, on account of alternating-current railway apparatus being one of the newest developments in railway engineering practice, and therefore of unusual interest. In order that the plans of the Commission might be executed under the most favorable conditions, the work has been divided into four main branches, and special committees of engineers, who are specialists in the several branches of electric railway work, have prepared schedules of the tests which will be made of the equipment offered in each class. These special committees on the scope of the tests are: Engineering Committee on Test of City and Suburban Equipments. M. G. Starrett, Chief Engineer, New York City Railway Company. D. F. Carver, Chief Engineer, Public Service Corporation of New Jersey. W. S. Twining, Chief Engineer, Philadelphia Rapid Transit Company, THE ADVISORY AXD ENGINEERIXG COMMITTEES. A. II Arinstiong. D. F. Carver. B. J. Arnold, t-'harles Jonei«. Clarence Ren s haw. >I. G. Starrett. P M. Lincoln. Fraik J. Spn=gue. A. L. Drum. W. S. Twining. W. S. Arnold. ('. A. Alderman. W. B. Potter. F. R Slater. W. N. Smith. INTRODUCTION 9 Engineering Committee on Test of Interurhan Equipments. A. L. Drum, Assistant General Manager, Indiana Union Traction Company. Charles Jones, Chief Engineer, Elgin, Aurora & Chicago Railway. C. A. Alderman, Chief Engineer, Appleyard System, Springfield, Ohio. Engineering Committee on Test of Heavy Traction Equipments. F. J. Sprague, Consulting Engineer, New York City. B. J. Arnold, Consulting Engineer, New York City. W. J. Wilgus, Vice-president, New York Central & Hudson River Railroad, New York City. F. R. Slater, Assistant Engineer to L. B. Stillwell, New York City. Engineering Committeeon New Electric Railway Systems. B. J. Arnold, Consulting Engineer, New York City. Paul M. Lincoln, Electrical Engineer wdth Westinghouse Electric & Manufacturing Company, Pittsburg, Pa. W. B. Potter, Electrical Engineer with General Electric Company, Schenectady, N. Y. The information available at the present time for those interested in the construction and operation of electric railways is the result of numerous laboratory and shop tests that have been made both by manu- facturing and operating companies, and, while these data are of value within the limits of precision of measurement, the tests do not afford a proper basis of comparison as between apparatus and equipments from various manufacturers, owing to the widely differing conditions under which the tests have been made. It is therefore the belief of engineers and railway operators that the results of a properly conducted series of tests, under absolutely uniform conditions, will be invaluable. These results will be systematically arranged and published in book form, and the volume will undoubtedly be a valuable contribution, not only to the electric railway profession, but to engineering literature as well. Electric Railway Test Commission. J. G. White, Chairman. H. H. Vreeland. W. J. Wilgus. James H. McGraw. George F. McCulloch. Cpmmission Headauarters, 43-49 Exchange Place, New York. 10 ELECTRIC RAILWAY TEST COMMISSION Reports of the Engineering Committees The four engineering committees submitted reports, which, taken collectively, form an outline of the present status of the electric railway and also indicate the various directions in which the art is progressing. eeport of committee on test of city and suburban electric railway equipments. March 9, 1904. Electric Railway Test Commission, Mr. J. G. White, Chairman, Nos. 43-49 Exchange, New York. Gentlemen: Your Engineering Committee on Tests of City and Suburban Equipment, realizing that the field of research assigned to it is somewhat limited and has been covered time and again by engineers, manufacturers of equipments, and users of equipments, nevertheless believes that such tests as have been made do not afford a proper basis of comparison as between motor equipments from different manufac- turers, owing to the widely differing conditions under which such tests have been made. We believe that the results of a proper series of tests conducted under the authority of your Commission and under absolutely uniform con- ditions will be of great value to engineers and users of motor equipments generally, as furnishing a reliable basis of comparison between the equip- ments tested. We, therefore, wish to recommend in a general way that all tests undertaken be made as complete as possible, and that particular atten- tion be given to details to the end that the greatest possible uniformity of conditions may be obtained, insuring the absolute reliability of results of the tests. Specifically we would recommend that as far as possible tests be con- ducted along the following lines: Tests on Apparatus in Electricity Building. 1. Tests of various kinds of electric railway motor equipments under constant load, regulated by brake, to determine rate of heating — (a) Of the armatures. (b) Of the field coils. 2. Tests of electric railway motor equipments, of the various kinds, to determine the motor efficiency under different fixed conditions of operation^ including varying number of stops per mile. INTRODUCTION 11 3. Tests on motor equipments to determine their torque curves and accelerating power. 4. Tests on electric railway motor equipments under constant loads to determine the rheostatic losses corresponding to various lengths of time consumed in application of full current strength. 5. Tests on electric railway motor equipments to determine at what loads, speeds, and frequency of stops it becomes economical to adopt automatic control in place of hand control for single cars. 6. Tests on hand, automatic, and multiple control systems to deter- mine their relative economy, certainty, and regularity of starting motor car equipments under fixed conditions of load and track. 7. Tests of electric railway motor equipments to determine safe load during continuous operation, as compared with rated capacity of motors. Tests of Electric Railway Equipments on Experimental Track. 8. Tests to determine the relative value of two-motor and four-motor car equipments: (a) As to power consumption : 1st — With fixed load. 2d — ■ With varying load. (b) As to acceleration : 1st — • With fixed load. 2d — With varying load. 9. Tests to determine the proper method of mounting a two-motor equipment on an eight- wheel two-truck car, viz. : On which two of the four axles shall the motors be mounted? 10. Acceleration tests on single cars and on motor car and trailer, showing : (a) Rate of acceleration: 1st — Hand control. 2d — Automatic control. (b) Power used: 1st — Hand control. 2d — Automatic control. 11. Comparative tests on different types of power brakes, both electrical and mechanical, in respect to: (a) Efficiency. (6) Economy. 12. Braking tests on single car, and on motor car with trailer, under varying conditions: (a) With hand brakes. (b) With power brakes. 12 ELECTRIC RAILWAY TEST COMMISSION 13. Tests on single car equipments to determine motor and truck friction at different speeds. In the matter of equipments operated by stored power, your Com- mittee understands that it is hmited in its considerations to such equip- ments as are electrically operated. This excludes all systems of stored power, excepting those operated from storage batteries. The tests heretofore recommended for electric motors are all applica- ble to electric motor equipments operated from storage batteries, as also are the controller tests. As to the batteries themselves we would recommend the following tests : 14. Tests to determine the efficiency of batteries under — (a) Maximum load. (6) Average load, (c) Varying load. 15. Tests to determine life of batteries under — (a) Average conditions of service. (6) Adverse conditions of service. Your Committee believes that the tests above recommended cover the more important phases of the subject, and that the results obtained, if the tests are carried out, will be of undoubted value to the engineers and all users of electric railway apparatus. Respectfully submitted, M. G. Starrett, D. F. Carver, Wm. S. Twining. Committee on City and Suburban Electric Railway Equipments. REPORT OF COMMITTEE ON TEST OF INTERUEBAN EQUIP- MENTS. Anderson, Ind., March 14, 1904. Electric Railway Test Commission, Universal Exposition, St. Louis, 1904, 43 Exchange Place, New York City. Gentlemen: Complying with your request, we submit herewith a report outlining the tests which we believe it would be desirable to conduct at the Exposition on high speed and moderately heavy inter- urban equipments, bearing in mind the facilities which you will have at your command, as outlined in your letter. The Committee is well aware of the fact that numerous laboratory and shop tests have been made, both by the manufacturing companies and the operating companies, and valuable data with respect to the characteristics of interurban equipment of all classes is available for the INTRODUCTION 13 use of any engineer or company. We believe that this data is accurate within the hmits of the precision of measurements, and it will therefore be unnecessary for the Commission to take the time to duplicate tests of this character, which cover the following points set forth in the memo- randum accompanying your letter of February 1, 1904: Tests on Apparatus in Electricity Building. (a) Tests on electric railway motor equipments under constant load to determine rate of heating during continuous operation. (6) Tests on electric railway motor equipments to determine effi- ciency of such motors under different fixed conditions of operation. (c) Tests on electric railway motor equipments to determine their torque curves and accelerating power. With reference to your section "d'' as follows: (d) Tests of hand, automatic, and multiple control systems to determine their relative economy, certainty, and regularity of starting motor car equipments under fixed loads. We wish to recommend that the tests of systems of control be made in conjunction with outdoor tests of railway equipments on the experi- mental track, with the possible exception of tests made to determine the electrical energy required for operating multiple control systems, and that shop tests be made on the different systems of multiple control to determine the electrical energy required to bring the control to the ''full on'' position in different lengths of time, and also the energy re- quired to hold the control at "full on" position. With this data, it will then be possible to determine the relative economy of the different types of control, as well as the total power consumption of any type under any given conditions of train operation. Tests on Electrical Railway Equipments on Experimental Track. We have considered the various classes of cars and equipments which seem to come within the field allotted to this Committee, and, realizing that the Commission will probably have time to conduct a series of tests on only one type of this equipment, we recommend that the experi- mental equipment consist of the following: Standard interurban car body, weight sixteen to twenty tons, exclusive of trucks and motors. Standard pair of interurban trucks, weight eight to twelve tons per pair. Standard direct current railway motor equipment, consisting of four seventy-five horse-power motors, with such different types of hand and train controlling apparatus as are available. 14 ELECTRIC RAILWAY TEST COMMISSION The above type of car will weigh complete (including car body, trucks; equipment, and average live load) from thirty-five to forty tons. We note that the experimental tracks at the Exposition will consist of two parallel tracks 1,400 feet in length, and two parallel tracks 2,000 feet in length, and there is a possibihty of obtaining a track three miles in length. We feel that the first two lengths of track mentioned are not long enough to permit tests that will be found to be desirable, ^and recommend that the Commission endeavor to secure the use of the three- mile track, as this length of track will make it possible to obtain test conditions furnishing data of greater value than may be secured on the shorter tracks. In general, the three points in regard to which the least accurate in- formation is available are: (1) The relation between the average electrical losses in the motors and the rise in temperature attained under various conditions of high speed service. (2) The train resistance (or power required to propel a car or train at uniform speed) at very high speeds. (3) The performance of cars equipped with controller so arranged that the acceleration is automatic as compared with the per- formance under similar conditions, where the rate of acceleration depends upon the handling of the controller by the motorman. All information which can be obtained on these three points will be exceedingly valuable. The use of the track three miles in length will enable the cars to be run at speeds reaching sixty to seventy miles per hour as a maximum, and making a schedule speed of thirty-five to forty miles per hour. Tests of Motor Performance and Rise in Temperature. In general, the performance of a car in service can best be represented by speed time and current curves, as shown in Fig. 1. These curves show at once such items as rate of acceleration, max- imum speed, rate of coasting, and rate of braking. The power input to the car at any instant is shown by the line vol- tage and the current at that instant. The average power used by the car can be deduced by averaging the instantaneous power, and may be verified by a recording wattmeter. The schedule speed can also be deduced from the curve showing instantaneous speeds and can be veri- fied by the time and distance. The power input when the car is running at any uniform speed gives at once the train resistance for that speed. From the current input to any motor of the equipment and the voltage at its terminals, the electric INTRODUCTION 15 50-53C Current, Speeld and '■■ 1 "1 — 1 Time Curves. oFfn \ =- — A3-40O "' s ~A \ / SChLUL/Ln. orccD V 50-500 \ 1 1 \ \, ^^ i ^0-500 1 N ^^ A ^PER E5 F 'ER( :a5^ ^ 1 .^ ^ ^" 10; 100 1 <^^ ^ y ^ > 1 4^% L ^^ ^ ^ \ 40 80 1^0 160 200 240 230 520 360' SEC ONDS Fig. 1. —Currents, Speed and Time Curves. Z 3 4 3 6 " 7 HOURS Fig. 2. — Time Temperature Curves. 16 ELECTRIC RAILWAY TEST COMMISSION losses which take place in this motor can be readily found. These in- stantaneous losses, averaged for the time of the entire cycle, give the average losses which determine the heat input. By running the car backwards and forwards, over a given track re- peating as nearly as possible each time a given cycle of acceleration maximum speed, coasting, braking, and duration of stop, a condition similar to actual service is obtained. The temperature of the various parts of the various motors can then be measured at intervals until these temperatures become constant, which indicates that the heating effect of the current introduced into the motors is just balanced by the cooling effect due to the speed of the car. A time and temperature curve can then be plotted showing the rise in temperature of the motors during the run until they reach a constant temperature. Such a curve is shown in Fig. 2, Since the rise in temperature with given average losses in the motors will be largely influenced by the ventilation which will depend largely upon the speed at which the cars run, the above operation should be carried out at several different schedule speeds with their corresponding cycles of acceleration, maximum speed, coasting, braking, and duration of stop. Such results will then show for the equipment under test the following : (1) With a rise in temperature of 55 degrees centigrade above the temperature of atmosphere, what average losses (square root of mean square current and equivalent voltage) are permissible at schedule speeds of 25, 30, 35, and 40 miles per hour, respectively ? (2) With maximum average losses allowable in motors at sched- ule speed of twenty-five miles per hour {i.e., such as to give temper- ature rise of 55 degrees) what will be the rise in temperature with schedule speeds of 30, 35, and 40 miles per hour, respectively ? Such data will enable the probable performance of an equipment under a given service to be more closely estimated in advance than is now possible. In the above series of tests, the condition which we have in mind is one in which the car is kept constantly moving with the exception of the comparatively short service stops, and with the exception of the time necessary to measure at intervals the temperature of the motors. The condition on many interurban roads is such that a layover may be had at the end of each run. For instance, the car may lay over half an hour at the end of a run of two and a half hours. A second series of tests in which the car is run in the same way with such a layover will show the effect of this layover on the ultimate temperature attained, and will show the increase in average losses which may be allowed and still give INTRODUCTION 17 the same ultimate temperature as was attained when the car was running without layover. It is evident that if no heat is added during the half- hour layover, the consequent cooling of the motors will permit them to withstand greater average losses during the time they are running, than they could withstand if running continuously. From a series of tests on one size of equipment, as suggested above, the performance of other sizes of equipment can be estimated with a fair degree of accuracy; but if the equipment and the time are available, w^e believe that it would be desirable to conduct tests as outlined in this report on cars equipped with both double and quadruple equipments of a total capacity of from 200 to 500 horse-power. However, we would recommend a complete series of tests and curves, illustrating them, to be made with one size of equipment, and the results of these tests analyzed, before making tests of other sizes of equipment, as it may be found that the average losses which the motors may safely withstand at differ- ent scheduled speeds, do not vary sufficiently to make necessary further investigation on the subject. Tests of Train Resistance. Tests should be made to determine the train resistance with single cars and with different numbers of cars at various speeds from forty miles per hour, upwards, as the train resistance at speeds lower than forty miles per hour is fairly well understood. Train resistance should be measured in two ways: first, by direct measurement of instantaneous power input when running at uniform speed, and second, by allowing a car or cars to coast and determining the rate of decrease of speed. The effect of different shapes of car front should be investigated if possible. The tests should be made if possible with one, two, three, and four cars. Tests on Hand and Automatic Control Systems. Where the object is to compare the relative economy of hand and automatic control, it will be sufficient to make tests of single cars. Where the object is to compare different systems of multiple control, more than one car should be used. The effect of the use of automatic acceleration on the power con- sumption and the general performance of a car can best be studied by plotting complete curves, showing the instantaneous values of speed, current, etc., as in Fig. 1. Such curves should be plotted from tests on the same car under conditions similar, as nearly as possible, with the car equipped at one time with automatic acceleration and at another time without automatic acceleration. 18 ELECTRIC RAILWAY TEST COMMISSION A test should also be made to determine the saving of power, if any, made by using a mechanical device on hand controllers, to limit the rate at which the controller is thrown on. The data derived from such tests should show the average as well as the maximum power consump- tion at any instant during the cycle, and also the fluctuation of power during the cycle, when the resistance in the circuit is varied. From this data a comparison of the relative values of this type of control and unrestricted hand control may be made. Knowing full well the vast amount of experimental work to be done at the Exposition, we have confined ourselves to a few suggestions as to tests on railway equipments which would furnish data of value from a practical standpoint, which data, as far as we know, has not hereto- fore been obtained from careful investigation and experiment. Respectfully submitted, A. L. Drum, Charles Jones, C. A. Alderman. Committee on Interurhan Electric Railway Equipments. REPORT OF COMMITTEE ON TESTS OF HEAVY TRACTION EQUIPMENTS. New York, U. S. A., April 1, 1904. Electric Railway Test Commission, Universal Exposition, St. Louis, Mr. J. G. White, Chairman, 43 Exchange Place, New York City. Gentlemen: Complying with your request for the submission of a program to be followed in the conducting of tests upon heavy traction electric railway equipments at the St. Louis Exposition, your Committee begs to suggest as follows: (1) Each party submitting apparatus for test shall furnish a com- plete written description thereof, setting forth clearly the special features of the design and calling attention to any points that are considered new. The description shall also explain the controlling mechanism, designating its applicability to direct or alternating current, with proposed working voltage, and if for alternating current, stating the frequency and phase desired for most successful operation. (2) All tests shall be conducted upon the track designated by the Electric Railway Test Commission and conducted under actual oper- ating conditions. (3) No tests shall be made upon electric locomotives or other apparatus of less than 500 normal horse-power unless especially per- mitted by the Commission. It is assumed that the term ''Heavy I INTRODUCTION 19 Traction" applies to locomotives or motor cars of a total capacity rated on an hourly basis of 500 horse-power or more. (4) The tests will be conducted with the locomotive or motor cars running light and also when pulling trains, with the purpose of studying the following features: (a) Motor capacity under various conditions of operation. (6) Acceleration. (c) Coasting. id) Braking. (e) Heating. The following curves and diagrams shall be prepared: (/) Speed time curves. ig) Distance time curves. Qi) Voltage and ampere time curves, {%) ICilowatt input and distance curves. Draw-bar pull diagrams made when attached to a fixed anchor and also with dynamometer coupled between locomotive and trains operated under running conditions. If alternating current motors are used, the following additional curves shall be prepared : (/c) Real kilowatt time curves. (Z) Apparent kilowatt time curves. (5) The tests shall include the determination of heating and the distribution of the same in the field, armature, and commutator, under various loads at different rates of speed. The heating of the bearings shall also receive consideration. (6) The tests of the methods of control and comparison of hand and automatic acceleration shall be made as bearing upon the elements of: {a) Safety. (6) Convenience. (c) Economy. (d) Smoothness of operation. (e) Ability to group into two or more units. (7) The tests of the methods of control shall also be considered as- bearing on: {a) Smoothness of acceleration. (6) Variation of economical speeds, (c) Reversibility. {d) Action with one or more motors cut out. (e) Relation of starting to running current under different rates of acceleration. so ELECTRIC RAILWAY TEST COMMISSION (8) The equipment will be considered as to: (a) General construction. (6) Weight and distribution of same on drivers under static and hauling conditions. (c) Relative weights of electrical and mechanical parts. (d) Number and size of drivers. (e) Acceleration of working parts. (/) Influence on track. (9) Tests will be made upon each locomotive or motor car sub- mitted, to ascertain: (a) Watt hours per ton mile with locomotive running light at various speeds. (6) Watt hours per train ton mile exclusive of locomotive, (c) Watt hours per ton mile with locomotive load and with train under various weights and acceleration. (10) Methods and detail conditions for conducting the tests shall be agreed upon by those who have immediate charge of the tests, before the commencement of the trials. These conditions shall be satisfactory to the representatives of those furnishing the apparatus. It is understood that all tests shall be made under similar conditions when possible. When these conditions are necessarily dissimilar, due allowance shall be made in compiling the results, so as to place all apparatus upon the same plane of comparison. Frank G. Sprague, F. R. Slater, W. J. WiLGUS, BioN J. Arnold. Committee on Heavy Electric Traction. EEPORT OF COMMITTEE ON TESTS OF NEW ELECTRIC RAILWAY SYSTEMS. Chicago, March 8, 1904. J. G. White, Chairman, Electric Railway Test Commission, Universal Exposition, 43 Exchange Place, New York. Dear Sir : Complying with your request to submit an outline of tests to be conducted upon new electric railway systems at the St. Louis Exposition, your Committee begs to submit the following: In general each party furnishing apparatus to be tested shall sub- mit a written or printed description setting forth clearly and fully the salient points in the system, and the principal advantages claimed for INTRODUCTION 21 it. He will also completely describe the motors and controlling appar- atus, stating whether the system is designed for direct current or alter- nating current, or both, and if for alternating current whether for single phase, multiphase, series, repulsion, induction, synchronous, or other type of motor, and state in any case the most desirable voltage to use in the motor, and if alternating the preferred frequency. In testing any new system we have assumed that the tests should be divided into principal parts, as follows: 1st. Motors, including car equipment. 2d. Line, including all substation apparatus and other translating devices interposed between the power house bus-bars, and the trolley wheel or contact shoe of the locomotive or car. Schedule of Motor Tests to be made with Apparatus Running Stationary upon Testing Blocks : (a) Test motors to determine efficiency, power factor (if alternat- ing), torque, speed, horse-power, output under various conditions as to voltage, frequency (if alternating) and current, to be met in the service for which the system tested is intended. (6) The one-hour rating of motors to be determined according to the standards outlined by the American Institute of Electrical En- gineers. (c) Test motors under constant loads to determine rate of heating during continuous operation. Schedule of Tests to he made on Equipment when Operating upon Ex- perimental Track : (a) Acceleration tests of single cars and multiple equipped trains. (h) Braking tests of single cars and multiple equipped trains. (c) Coasting tests of single cars and multiple equipped trains. (d) Motor heating tests of single cars and multiple equipped trains. Prepare the following curves : (e) Speed time curves. (/) Ampere time curves. (g) Volt time curves. (h) Real kilowatt time curves. (i) Apparent kilowatt time curves (if alternating). (f) Distance time curves. (k) Tests and curves to determine car and train friction. Schedule of Tests to he made upon Line and Auxiliaries : Determine : (a) Ohmic resistance. (b) Inductive reactance. (c) Power factor. 22 ELECTRIC RAILWAY TEST COMMISSION (d) Efficiency of copper and iron portions of line, separately and jointly, under the following conditions: 1st. When the electrical energy is delivered from the power house bus bars to the working conductor without translating devices. 2d. When electrical energy is delivered from the power house bus bars to the working conductor through supplemental transmission lines or translating devices. If supplementary transmission lines or devices are used in case No. 2, each element shall be tested separately as well as in conjunction with the line as a whole as outlined above. Tests upon each system shall be made to determine the following: (a) Watt hours per ton mile at car. (6) Watt hours per ton mile at substation bus bars (in case sub- stations are used), (c) Watt hours per ton mile at power house bus bars. All tests to be under like conditions, and when conditions are neces- sarily unlike, due allowance shall be made to reduce the apparatus tested to a fair basis for comparison. The watt hours per ton-mile, as stated above, to be determined from the summation of the specific tests hereinbefore outlined, and checked by integrating wattmeters placed on the power house bus bars, sub- station buss bars (if substations are used), and the car. Respectfully submitted, BioN J. Arnold, Paul M. Lincoln, W. B. Potter. Committee on New Electric Railway Systems. The Executive Committee. The preliminary work being well in hand and the field having been carefully surveyed by the Engineering Committees, the next step was the appointment of the Executive Committee. The duties of this committee were to decide upon and to carry- out such tests as appeared practicable for the Electric Rail- way Test Commission to accomplish. For the purpose of per- sonally directing the work, superintendents were selected from the instructional forces of technical colleges; their positions giving them a neutral attitude toward the product of the man- vifacturer. With Professor Goldsborough as chairman, these INTRODUCTION 23 superintendents formed the Executive Committee, which was constituted as follows: Professor W. E. Goldsborough, Chief, Department of Elec- tricity, Universal Exposition, Chairman. Professor H. H. Norris, Cornell University, Superintendent, Electric Railway Tests. Professor B. V. Swenson, University of Wisconsin, Assistant Superintendent, Electric Railway Tests. Professor H. T. Plumb, Purdue University, Assistant Superintendent, Electric Railway Tests. Professor Goldsborough took great interest in the work from its inception. It was largely due to the active part he assumed in furthering the interests of the Commission that the project was carried to a successful completion. Professor Goldsborough directed the work in general and was consulted on all matters of importance. Professor Norris began his active duties as superintendent of tests on June 15, 1904, and continued his direct supervision until February 1, 1905, when it became necessary for him to again assume his duties at Cornell University. However, he continued to act as superintendent and devoted a very consid- erable portion of his time from February to October, 1905, to the preparation of the report. Professor Swenson became associated with Professor Norris in the work of the Commission on June 15, 1904, and continued to be actively engaged in the testing work of the Commission until its completion on March 22, 1905. From that time until October, 1905, he devoted his entire time to the preparation of the report. Professor Plumb began his active duties on June 15, 1904, and continued his direct connection with the work of the Com- mission until September 1, 1904, when it became necessary for him to resume his duties at Purdue University. However, he later devoted a considerable portion of his time to preparing for and conducting the tests upon car No. 284 of the Indiana Union Traction Company, and to the working up of the data then recorded. 24 ELECTRIC RAILWAY TEST COMMISSION The Advisoey Committee. In order that the plans of the Executive Committee might have the benefit of the criticisms of engineers of the large com- panies engaged in the manufacture of electric railway apparatus and the construction of electric railways, the following advisory committee was appointed by the Commission. A. H. Armstrong, General Electric Company. Clarence Renshaw, Westinghouse Electric and Manufactur- ing Company. W. S. Arnold, Bullock Electric Manufacturing Company. W. N. Smith, Westinghouse, Church, Kerr & Company. These gentlemen were consulted during the progress of the work and their suggestions were given careful consideration by the Executive Committee. The Test Corps. All of the experimental work of the Commission, as well as the major part of the preparatory and construction work inci- dent to these various tests, was performed by the Executive Committee with the assistance of a number of young men who had graduated from some of the leading technical institutions of the country. This working organization of superintendents and assistants has been designated The Test Corps of the Electric Railway Test Commission. As these assistants entered upon the work at different times, and as, moreover, their terms of service were not at all uni- form, it has been thought advisable to state the duration of service in each case. Name. University. Term of Sertice. William Bradford .... Wisconsin .... June 22, 1904- June 29, 1904 C, E. Carter Wisconsin .... Aug. 1, 1904-Nov. 1, 1904 W. J. Crumpton Wisconsin .... Aug. 8, 1904-Dec. 4, 1904 R. N. Davidson Purdue June 15, 1904-Aug. 5, 1904 W. E. Dickinson .... Cornell Aug. 1, 1904-Sept. 24, 1904 INTRODUCTION 25 Name. Ukiversity C. J. Fechheimer. .... Purdue . H. B. Foote Cornell . R. W. Harris Purdue . C. A. Heron Purdue . O. A. Kenyon Cornell . L. J. Kirby Purdue . R. J. McNitt Cornell . C. C. Myers ....... Cornell . G. G. Post Wisconsin Robert Rankin Cornell . Hartley Rowe .... Purdue . W. A. Rowe Wisconsin W. F. Sloan Wisconsin W. T. Small Purdue . Will Spalding Wisconsin J. W. Watson Wisconsin O. H. West Purdue . Term of Seryice. (June 15, 1904-June 29, 1904 (Aug. 7, 19041-Sept. 10, 1904 , Aug. 1, 1904-Oct. 3, 1904 June 15, 1904-June 29, 1904 Aug. 1, 1904-Sept. 9, 1904 Aug. 1, 1904-Xov. 23, 1904 Aug. 1, 1904-Feb. 10, 1905 Aug. 1, 1904-Xov. 28, 1904 Aug. 1, 1904-Sept. 10, 1904 June 15, 1904-Sept. 23, 1904 Aug. 1, 1904-Oct. 3, 1904 June 15, 1904- July 16, 1904 June 15, 1904-June 29, 1904 June 15, 1904- July 1, 1904 Aug. 1, 1904-Mar. 11, 1905 June 15, 1904-Feb. 18, 1905 Aug. 1, 1904-Sept. 22, 1904 (July 1, 1904- July 11, 1904 (Aug. 21, 1904-Mar. 1, 1905 W. T. Giles, of Anderson, Incl., served the Commission through- out the construction work and the tests on the car "Louisiana," from November 20, 1904, to March 22, 1905. In February and March, 1905, the corps was further supplemented by the services of three members of the senior class of Cornell University. Their names follow : R. A. Wright, Feb. 11, 1905-Mar. 11, 1905. C. T. Anderson, Feb. 20, 1905-Mar. 11, 1905. R. L. Kingsland, Mar. 4, 1905-Mar. 25, 1905. The single exception to the general method of conducting tests occurred in those upon interurban Car No. 284 of the Indiana Union Traction Company. These tests were made in February, 1905, at a time when the regular test corps was fully occupied with the special car "Louisiana." While the tests on Car No. 284 were carefully outlined by Professor Plumb and the other superintendents in consulta- tion, the former made all detailed plans and preparations, in- cluding the construction of all special apparatus, and arranged for eight members of the senior class of Purdue L^niversity to 26 ELECTRIC RAILWAY TEST COMMISSION assist in this work and in the taking of data, the latter to be used by them in thesis work. The tests were conducted under the direct supervision of Professors Plumb and Swenson. Due recognition should be given Professors Plumb and his students, not only for the work done in preparation, but also for the very considerable labor involved in putting the records of these tests into permanent form and in working up many of the results. The eight Purdue students associated with the Commission in the work done on Car No. 284 were the following C. L. Bartholome. M. E. Robbins. W. V. White. P. W. Gerhardt. F. M. Tripp. G. R. Zipfel. J. J. NeHson. J. E. Ulrich. Preliminary Report op the Executive Committee. The first meeting of the Executive Committee was held at the Palace of Electricity, St. Louis, on May 6 and 7, 1904, and resulted in the following report. preliminary report of the executive committee of the electric railway test commission. St. Louis, Mo., May 8, 1904. Electric Railway Test Commission, Universal Exposition, St. Louis, 1904, 43 Exchange Place, New York City. Gentlemen: After careful study of the reports of the Engineering Committees, of the suggestions of the Advisory Committee, and of the excellent facilities afforded by the Exposition officials, the Executive Committee has decided to undertake the following series of tests: (a) Tests of the Service Capacities of Electric Railway Motors. Equipments will be operated upon the special tracks at different rates and durations of acceleration, coasting and braking, with differ- ent durations of stop, in order to determine the heating of the motors under conditions approaching as nearly as possible those of com- mercial practice. The motors will also be tested separately for heat- ing and for the determination of their torque curves and accelerating power. This will render possible the comparison of the performance of the same equipment upon the track and upon the test stand. INTRODUCTION 27 (6) Acceleration Tests. Acceleration tests upon single cars and upon multiple equipped trains will be made to determine the ability of the equipment to bring the cars up to speed quickly and economically. (c) Braking Tests. Braking tests upon single cars and multiple equipped trains will be conducted in order to determine the quickness of action, the shapes of the braking curves, the relation between the braking forces and the applied pressures, and the best methods of application of the braking forces. (d) Tests upon Train Resistance. Determinations of the resistances due to the rails, to the journals and gearing, and to the air will be made by systematic and complete series of runs. The effect of the shape of the car body will be care- fully investigated. The methods to be used in measuring train re- sistance comprise the use of calibrated motors as the source of power, the hauling of the car under test by calibrated dynamometers, and by noting the falling off in speed while the cars are coasting. The pres- sure of the air upon different parts of the car will be recorded by means of self -registering pressure gages. In addition to these definite series, a number of other tests will be conducted upon various exhibits in the Palace of Electricity in order to determine their efficiency and reliability. Sections (a) , (6) , and (c) of the tests will be carried on upon the tracks which have been built for the purpose by the Exposition. These are of substantial construction, conveniently located, and of a total length of about 4,500 feet. For the tests described under section (d) the Indiana Union Traction Company has provided a stretch of eight miles of straight and heavily ballasted track. The resistance tests will be made after the completion of the St. Louis program. In all the above work, graphical records of the measurements will be obtained by the use of autographic instruments which will be either built for the purpose or supplied through the co-operation of the manu- facturing companies and the technical colleges. The National Bureau of Standards will materially aid in the work by providing facilities for the calibration of all of the instruments. For the purpose of comparison, the various railway equipments will be divided into several classes including car weights up to forty-five tons, as follows: (a) Light city service equipments. (b) Heavy city service equipments. (c) Light interurban service equipments. (d) Heavy interurban service equipments. 28 ELECTRIC RAILWAY TEST COMMISSION The actual work of observation and calculation will be carried on under the personal supervision of the superintendents, assisted by a corps of young men carefully selected from among the graduates of leading technical schools, the total number of observers being between thirty and forty. The Exposition management is co-operating enthusi- astically with the Railway Test Commission in providing ample facilities for the tests, and substantial results of permanent value to the profes- sion are confidently expected. At the present time a large part of the equipment is already at St. Louis, the organization is complete, and the ranks of the testing corps have been filled with young men who are already fitting themselves especially for the tasks before them. Respectfully submitted, W. E. GOLDSBOROUGH, H. H. NoRRis, B. V. SWENSON, H. T. Plumb. Financial Features of the Work. While the work of the Electric Railway Test Commission was clone imder the auspices of the Universal Exposition, the Exposition authorities did not provide any funds for carrying out the project. The Exposition Company did, however, aid in a number of ways, such as providing equipments and facil- ities for testing. In order to defray the cost of maintaining the test corps, as well as to meet the many expenses incident to the conduction of experimental investigations, a considerable sum of money was necessary. This will be very readily understood when it is remembered that the experimental work began June 15, 1904, and was not completed until March 22, 1905, and that considerably more than a year elapsed from the time the experi- mental work began until the work on the Report was finished. The funds for carrying on the work of the Commission were obtained by means of subscriptions from the various individ- uals and companies interested in the tests. These fimds were secured by the members of the Commission and the list of sub- scribers and subscriptions is given in Appendix B. INTRODUCTION ^9 Co-operating Companies. Various manufacturing companies responded most cordially to requests for apparatus and instruments to be used in con- nection with the tests. The Standardization Laboratory of the United States Bureau of Standards proved of very great value in connection with the calibration of instruments. Tech- nical schools also assisted by the loan of instruments. A complete list of the co-operating companies and institu- tions is set forth in Appendix B. The Tests. Although the superintendents and a portion of the testing corps assembled for the work at St. Louis on June 15, 1904, it necessarily took some time to organize and prepare for the actual testing work. The Report shows that the tests actually performed by the Executive Committee in several instances departed widely from those outlined in the suggestions of the Engineering Com- mittees. The Executive Committee would have been more than pleased to have carried out the wishes of the Engineering Committees, but in the instances mentioned it was found im- practicable to do so, either because of the hesitancy of manu- facturers to permit certain apparatus to be tested or to a lack of facilities for testing, and in some instances to both of these conditions. In outlining the tests it is to be remembered that a large amount of preliminary work was necessary in all cases and that in. many instances this consumed considerably more time than did the actual tests. The first tests attempted were those relating to the effects of alternating currents upon steel rails. These were begun in July and continued until September. All of this work was car- ried on in the space of the Bullock Electric Manufacturing Com- pany in the Palace of Electricity. 80 ELECTRIC RAILWAY TEST COMMISSIOI^ The next series of tests were those on the compressor station of the St. Louis Transit Company at Tower Grove Park, St. Louis. These began on the first of August and extended over a period of about one week. Following these were the tests on the industrial locomotive, which began during the second week in August and continued about ten days. They were con- ducted in the court of the Palace of Electricity. Following these tests were the service tests on Car No. 2600 of the St. Louis Transit Company, operating on the Park Ave- nue Line, St. Louis. These tests began about the middle of August and were completed during the latter part of the month. Next in order came the stand tests of motor compressors, which were carried on during the latter part of August, and the first part of September. These tests were made at the Van- deventer shops of the St. Louis Transit Company. During the progress of the foregoing tests, preHminary work was undertaken incident to car tests on the test track just north of the Transportation Building. The first tests on these tracks were those on the Westing- house single-truck car. These tests covered temperature runs with magnetic brake, temperature runs with hand brake, ac- celeration tests, and braking tests. They began about the first of September and continued until the first part of October. After the car tests were finished, a number of tests were made on the test tracks to determine their electrical conductivity and their resistance to alternating currents of various frequen- cies. These tests began in October and were completed in the early part of November. The final tests at St. Louis consisted of some additional motor- compressor stand tests which were made at the Vandeventer shops of the St. Louis Transit Company, during the first part of November. During the summer considerable attention had been given to the problem of measuring the effect of air resistance on car bodies when running at various speeds, and the general design of a specially constructed car for these measure- tNTRODUCTIOM 31 meiits had been completed. In addition, various manufac- turing companies had shown their interest in the matter by- loaning equipment to be used in the construction of this car. The Indiana Union Traction Company had agreed to permit the work of construction to be carried on in its yards at Anderson, Indiana. As soon, therefore, as the track tests at St. Louis were com- pleted, the test corps and general equipment were transferred to Anderson, and active work on the construction of the " Loui- siana" was begun about the middle of November, 1904. This work occupied over two months, and the preliminary tests were made the latter part of January, 1905. After some changes and adjustments, the final tests on this car were begim on Feb- ruary 6, 1905, and completed March 22, 1905. During the months of December and January the prepara- tions for the tests of Car No. 284 of the Indiana Union Trac- tion Company had been under w^ay. These tests were made dm"ing the first part of February, 1905, and they occurred between the preliminary and final tests on the car "Louisiana." The Report. It was the original intention of the Executive Committee to work up each test as it was completed. By this method the Report would have been practically finished as soon as the last -est had been made. Unfortunately, the reduction in the test iorps necessitated by financial reasons prevented the accom- )lishment of this aim. However, a considerable amount of rork was done during the testing period in working up data nd putting them into permanent form for filing and future iference. While it became necessary for Professor Norris to resume .s duties at Cornell L^niversity on February 1, he immediately Bcame engaged in making arrangements for the working up the Report. LTpon the completion of the air resistance sts, Professor Swenson proceeded to Ithaca, N. Y., and active 32 ELECTRIC RAILWAY TEST COMMISSION work on the preparation of the Report began the latter part of March, 1905. It will be noted that the arrangement of the tests in the Re- port is not that of the order in which they actually occurred in the experimental work. The progress of the tests was governed largely by local conditions, and it has been considered desirable to arrange the material in a more logical order in the final Report. PART II. SEEVICE TESTS OF ELECTRIC CARS. 33 J I CHAPTER I. SERVICE TESTS OF ELECTRIC CARS. Objects of These Investigations. The service tests of electric cars were undertaken with a number of objects in view. Principal among these were the study of the general performance of cars and the making of comparative tests of single-truck city cars, double-truck city cars, and interurban cars. General Performance. In the general performance tests the cars were operated, as nearly as possible, in accordance with practical schedules. Ne- cessarily these schedules had to be repeated in regular routine, but they were made under fixed rulings which permitted, to all intents and purposes, of the same strain upon the motors and the equipments as is ordinarily experienced in the service for which the equipments were designed. Special Tests on a Single-Truck City Car. Special tests were made upon a selected single-truck city car for the purpose of obtaining a specific comparison of the con- sumption of power and the heating of the motors, (1) when hand brakes were employed, and (2) when magnetic brakes were employed. Special Tests on a Double-Truck City Car. It was possible, in connection with the tests upon a double- truck city car, to make a special study of the performance of the car equipment when operated: (1) on a dry track on a clear 35 36 ELECTRIC RAILWAY TEST COMMISSION day; and, (2) on a wet track on a rainy day. Comprehensive data illustrative of the energy consumption and the heating of the motors under these conditions are included elsewherein full. Special Tests on an Interurban Car. In the special tests made upon an interurban car, the intent of comparing the performance of the car, when operated alone and when hauling a trailer, was successfully carried out. A variety of data on this subject has beeii secured, and is presented else- where in the Report. Test Conditions. In all of the tests, great care was taken to make accurate records of the starting and running currents, line pressure, power consumption, motor heating, maximum and average speeds, number of stops, brake applications, and number of passengers carried; and other important quantities, such as average current, average line pressure, kilowatt-hours per car- mile and watt-hours per ton-mile, have been derived. General Description of the Various Equipments. In Part II are included only the results of the car tests which are general in character. The tests dealing specifically with acceleration and braking are treated of in Parts III and IV. In Part II only such reference is made to acceleration and brak- ing as is necessary to explain the performance of a car when operated in accordance with a given schedule. "Service Tests" have been primarily considered to be those furnishing data on the general performance of a car operated continuously upon a given schedule. The subject-matter de- scriptive of these tests includes a complete description of the cars tested. The schedule under which each car is operated is given in each case, as is also a detailed description of the events of each test. SERVICE TESTS OF ELECTRIC CARS 37 THE SINGLE-TRUCK CITY CAR. The car body, truck and general equipment, exclusive of motors, controllers, magnetic brakes and car wiring, were furnished by the St. Louis Car Company. The motors, con- trollers, magnetic brakes and car wiring were the product of the Westinghouse companies. A general view of this type of car is shown in Fig. 3. The body is of the semi-convertible type. Some of the general dimensions and data are the following : — Length over corner posts .... 21 feet. Length over bumpers 32 feet 11 inches. Length of platforms inside of das!i . 5 feet inches. Height of car floor from rails ... 2 feet 11 inches. Height of car roof from rails ... 11 feet 10 j inches. Width over all 8 feet 8f inches. Weight of car body 9,600 pounds. Weight of truck 6,500 pounds. Weight of two motors 6,000 pounds. Weight of general equipment . . . 2,565 pounds. Weight of car complete 24,665 pounds. Wheel base of truck 7 feet. Diameter of wheels 33 inches. Number of motors 2 Horse-power rating of each ... 55 Seating capacity 32 Capacity (crowded) 60 The electrical equipment consists of two No. 56 motors and two Type B 23 controllers. The braking equipment was sup- plemented by the standard hand brake apparatus of the St. Louis Car Company. This car was exhibited at the St. Louis Exposition jointly by the St. Louis Car Company and by the Westinghouse companies, the principal features for exhibition from the standpoint of the Westinghouse companies being the magnetic brake equipment. 38 ELECTRIC RAILWAY TEST COMMISSION CO Ji SERVICE TESTS OF ELECTRIC CARS 39 The Car Body. The car body is one of the standard 21 foot semi-convertible type of the St. Louis Car Company. Fig. 4 shows the general detail features of the car. The side sills are in two parts of yellow pine, the outer sills 2 J inches by 7 inches and the inner sills 5| inches by 7 inches. The inside side sills are made in two parts with a 7-inch "I" beam securely bolted between them. All posts and rails are of white oak. The corner posts are 3| inches by 6 inches, and the side posts are 2^ inches. The platform sills are of 2^-inch white oak, and the middle sills are plated with steel plate J-inch by 5 inches. The bumpers are 2|-inch white oak faced with -o-inch by 5-inch steel plates. The platforms are constructed with entrances on both sides. Each end is equipped with a permanent vestibule with double folding doors on each side. The steps are malleable iron hanger with wood tread covered with safety treads. The hand brake consists of l|-inch brake staffs of Norway iron, provided with St. Louis Car Company's ratchet bronze brake handles at the top and twist brake chains at the bottom. The roof is monitor type for the full length of the car body, with eight ventilator sashes on each side. The doors are of the double automatic sliding type with drop sash. The windows are so constructed that both sashes may be dropped. The sides of the car have straight paneling of 1-inch poplar, dressed to |-inch, to come over the sill plate. The inside paneling extends to the floor. The sides of the car are fitted with five window guards. The flooring is yellow pine, and the inside paneling is mahogany. The car is fitted with the usual motorman's gongs, conductor's signal bells, and passengers' push-button signals. There are eight St. Louis Car Company's latest type of seats on each side, rattan finish. The car is provided with curtains on spring rollers, and is thoroughly up to date in all appointments. 40 ELECTRIC RAILWAY TEST COMMISSION "t> •2* SERVICE TESTS OF ELECTRIC CARS Truck and Running Gear. 41 The truck of this car was also built by the St. Louis Car Com- pany and is of the No. 9 type of the LaClede works. A photo- graphic view of this type of truck is given in Fig. 5, and it is Fig. S. — Photogyaph of Truck of the Single-Truck Car. further illustrated by the sketches shown in Fig. 6. the general dimensions and data are the following: Gage of wheels 4 feet 8.5 inches. Height of side sills above rail without car body . 28.25 inches Wheel base 7 feet. Weight of truck .... 6,500 pounds. Axles, diameter at center. 4 inches. Axles, diameter at wheel seat 3.5 inches. Type of motor suspension, nose. Wheels, cast iron, diameter 33 inches. Journals 3.5 inches by 5.5 inches. Some of Motors. The driving equipment consisted of two Westinghouse No. 56 motors. The Westinghouse Company recommends this equipment for city service for the operation of either single or double-truck cars of any size up to 35 or 40 feet over all, and weighing, without equipment or load, from 23,000 to 30,000 pounds. As previously stated, the car under consideration had a gross weight, without load, of 24,605 pounds. The manu- facturers further state that in city service, with runs averaging i2 ELECTRIC RAILWAY TEST COMMISSION fi SERVICE TESTS OF ELECTRIC CARS 49 patented construction which allow the windows to be lowered between the channels, thus permitting of a lower window sill construction than usual. The front platform is very short, as it is intended to be occupied by the motorman only, although used as an entrance and exit. The car body is unusually wide, being nine feet over all, which is the widest car body in use in any of the large cities of the country. Fig. 11 shows views of the rear platform and of the interior- The rear platform is seven feet long and represents the extreme Fig. 11. — St. Louis Transit Company Double-Tfucf< Cat. development of the Dupont type. It is divided into three parts by two iron-pipe hand rails built up for the support of the passengers. These hand rails do not extend clear across the car, but permit of the passengers moving around the ends from one part of the platform to another. Fig. 12 shows the general detail features of the car. " The bottom sills are of steel channels with narrow siding. The side and end sills are of the standard channel construction of the St. Louis Car Company. All flooring is tongued and grooved, and the platform floors are laid with square joints screwed to tlie platf^ :m knees with flat head counter-sunk steel screws. 50 ELECTRIC RAILWAY TEST COMMISSION In the body all framing members are mortised to each other. All parts are tenoned and draw-pinned into the bottom sills and top rails with hickory pins, and the posts are also secured to the bottom sills by hack strap bolts. The roof framing is constructed in the same general manner as is the body framing. Steel carlines are bolted to each rafter opposite the side post, and are attached to the top sill plates by screws. The bonnet framing also is made up in the same manner, and the bonnets are built on formers, the hood bow being of green ash, steam bent to shape. The roof is monitor type for the full length of the car body, with thirteen ventilator sashes on each side. The doors are of the single sliding type with drop sash, the front doorway being 31 J inches wide while that at the rear is 36} inches wide. The windows (thirteen in number on each side) are made in two sections, and are so constructed that both parts may be dropped below the arm rail. The car is provided with curtains on Burrowes fixtures. All inside paneling is of mahogany. The car is fitted with the usual motorman's gages, conductor's signal bells, and passengers' push-button signals. There are eleven of the St Louis Car Company's latest type of cross- seats on the left-hand side and ten on the right-hand side. There are also two seats at the rear of the car to fill the remaining space, making twenty-three seats in all. The two rear seats hold three passengers each, and the total seating capacity is forty- eight passengers. Thpre are two sand boxes, also of the St. Louis Car Company's pattern. The sand-operating device consists of a vertical lever mounted on the platform, the same fixture also carrying a second lever for use in operating the fenders. These levers have an angle iron stop which also carries the fender lifting lever. The hand brake staff is made of If-inch round Norway iron, and is provided with a ratchet brake wheel at the top, and a twist brake chain at the bottom. SERVICE TESTS OF ELECTRIC CARS ci I C5 sa 52 Electric railway test commission Trucks and Running Gear. The trucks of this car are of the No. 25 double-truck type, built in the shops of the St. Louis Transit Company for its own cars. A photographic view of a truck, such as those under 1 Fig. 13. — Truck of St. Louis Transit Company, Car No. 2600. Car No. 2600, is shown in Fig. 13, while Fig. 14 gives a dia- grammatic view of its general construction. Some of the general dimensions and data for each truck are the following : — Gage of wheels 4 feet 10 inches. Height of center plate above rail without car body . . 2 feet 2| inches. Height of side bearings above rail, car body loaded ... 2 feet 2} inches. Wheel base 4 feet 6 inches. Weight of truck 6,500 pounds. Axles, diameter at center . . 4 inches. Axles, diameter at wheel seat 4 inches. Type of motor suspension . yoke. Brakes outside hung. Wheels, cast iron, plate center, chilled tread, diameter . . 33 inches. Journals 3^ inches by 8J inches. SERVICE TESTS OF ELECTRIC CARS 53 54 ELECTRIC RAILWAY TEST COMMISSION Motors. The driving equipment consisted of four General Electric No. 54 motors. This equipment is one recommended by the manufacturer for heavy city service. These motors have a rating of 25 horse-power with 45 amperes input and 500 volts at the motor terminals. The output is based upon the standard rating according to the rules of the American Institute of Elec- trical Engineers; that is, the horse-power output giving 75° C. rise of temperature, above a room temperature of 25° C. after Fig. 15. — General Electric Company, Type 54, Motor. one hour's continuous run at 500 volts terminal pressure, on a stand, with the motor covers removed. The gear ratio of Car No. 2600 was 14 to 67, and in the tests the average length of run between stops was 1,097 feet, or about 0.21 of a mile. The average speed was 10.27 miles per hour. A general view of the motor is shown in Fig. 15. General Description. — Fig. 16 shows a view with the motor open, the armature being contained in the lower field casting. The steel field frame is in the form of a hexagon with rounded corners, and is cast in two pieces. It is so arranged that th^ SERVICE TESTS OF ELECTRIC CARS 55 lower frame may be swung down so as to permit inspection or repairs of the field or armature. The pieces are built up from soft iron laminations, riveted together and bolted to the frame through bolts with nuts on the outside. Tlie field coils are placed at an angle of 45° from the horizontal, and are held in place by pressed steel flanges clamped to the pole pieces. The coils are made of asbestos, cotton-covered wire, and further insulated with wrappings of varnished cloth and tape. The armature is of the iron-clad type and is 11.5 inches in diameter. The core is built up of soft iron laminations keyed to the shaft and clamped at each end by cast iron heads, which are also keyed to the shaft. The core is hollow, and is ventilated by the air which enters the pinion end of the core and passes out through the air ducts placed at regular intervals among the laminations. The arma- ture winding is of the series drum type, and has 115 coils of 3 turns each, and 115 commutator bars. The commutator has a diameter of 8^ inches with a wearing length of 3J inches. The motors have a yoke suspension, and are so constructed that the armature may be either dropped with the lower half of the field, or the latter may be swung down alone for inspec- tion. The gear ratio is 14 to 67, the pinion and gear both being of steel. The latter is made of cast steel in two parts which are bolted together. Both gear and pinion have a face of 4J inches, and the diametral pitch is three per inch. The gear case is of malleable iron and is cast in two parts, the upper half being bolted to the upper half of the field frame, and the lower half attached to the upper half. The weight of a General Electric 54 motor complete with gears and gear case is 1,831 pounds. AVithout axle gear and gear case the weight is 1,536 pounds. The weight of the armature and pinion complete is 395 pounds. The weight of the motive power equipment, including four motors, one controller, and the neces- sary car wiring, starting resistance, circuit breaker and other details, is approximately 8,250 pounds, I 56 ELECTRIC RAILWAY TEST COMMISSION Controller and Car Wiring. The controller was of the K 28 type manufactured by the General Electric Company. This form of controller is designed Fig. 16. — General Electric Company, Type 54, Motor. to meet the requirements of a four-motor equipmentof 25 horse- power each. It is provided with ten notches, five of which are for the series parallel operation of the motors, while the remain- ing five notches are for the parallel operation of the motors. SERVICE TESTS OF ELECTRIC CARS 67 The Air Brake Equipment. In the service tests of August 19 and August 24, the Christensen individual motor-compressor system of air braking was installed upon Car No. 2600, while in the test of August 29 the AVesting- house storage-air system of air braking was employed. The brak- ing tests on Car No. 2600, which are considered in Part IV, were made at the same time as were the service tests on this car, and it was for the purpose of com- paring the two braking systems that the braking equipment em- ployed in the tests of August 19 and August 24 was replaced by a different system in the tests of August 29. In the Christensen individual motor-compressor system of air braking a combination air com- pressor and electric motor is carried on the car. This motor compressor consists essentially of a series wound motor and a duplex single-acting compressor with two pistons which are connected by wrist pins to the connecting rods engaging with the crank shaft. This crank shaft is mounted in bearings provided in the case, the ex- tended end of the crank shaft carrying a helical gear which engages with a helical pinion mounted in the extended end of the armature shaft of the motor. The latter is mounted directly above the compressor, the motor base forming a top cover for the compressor. This arrangement enables all the working parts to be run in oil. Fig. 16 A. — General Electric Company, K. 28, Controller. 58 ELECTRIC RAILWAY TEST COMMISSION The armature bearings are specially designed to prevent the oil from getting into the armature. The Christensen governor consists essentially of an ordinary Baurdon pressure gage mechanism with a special hand, which, upon coming in contact with a conducting stud at the position of minimum pressure, allows current to flow through a solenoid magnet which actuates a switch closing the motor circuit. In like manner, when the high pressure is reached, the hand comes in contact with a second contact stud which operates a second magnet coil which causes the switch to be opened. The high and low pressure points are adjustable. In the test of August 29 when the Westinghouse storage system of air braking was employed, the braking equipment in general was not disturbed. The Christensen motor-compressor and its accompanying reservoir were removed and the storage tanks of the Westinghouse system substituted. The piping, engineer's valves and gages, and other auxiliary appliances were neces- sarily different in the two systems. The AVestinghouse storage system of air braking is described in detail in Part IV, as is also the individual motor-compressor system. In this part the braking equipment is considered in detail, so that it will be unnecessary to consider these matters further at this point. So far as the service tests on Car No. 2600 are concerned, it is sufficient to have a knowledge of the braking equipment in general and to be familiar with the conditions under which this equipment was operated in each test. THE DOUBLE-TRUCK INTERURBAN CAR. The car tested was No. 284 of the Indiana Union Traction Company. The car body and its equipment were furnished by the Cincinnati Car Company, the trucks and running gear were built by the Baldwin Locomotive Company, while the motive power and braking equipments were the product of the Westing- house companies. This car was exhibited at the St. Louis Exposition by the Cincinnati Car Company and at the close of the SERVICE TESTS OF ELECTRIC CARS 59 Exposition it was turned over to the Indiana Union Traction Company. It was built for limited service on the lines of the Indiana Union Traction Company. It has a large passenger compartment in the rear and a smoking compartment in the front, and is supplied with buffet, heater-room, and toilet-room. The car was equipped with four No. 85 Westinghouse motors controlled by the Westinghouse pneumatic system of train control. The air brakes are also of the Westinghouse type. A photographic view of the exterior of this car is shov^ii in Fig. 17, and the interior is shown in Fig. 18. Some of the general dimensions and data are the following: Length over corner posts .... 41 feet 6^ inches. Length over bumpers 53 feet 5^ inches. Length over vestibules 51 feet 3 inches. Length (center to center of king- bolts) 29 feet 6h inches. Height of car floor from rails ... 4 feet 1 inch. Height of car roof from rails ... 13 feet 6 inches. Width over all 9 feet 1^ inches. Weight of car body (equipped) . . 37,400 pounds. Weight of two trucks 19,130 pounds. Weight of four motors 18,000 pounds. Weight of car complete 74,530 pounds. Wheel base of truck 6 feet. Diameter of wheels 37^ inches. Number of motors 4 Horse-power rating of each ... 75 Seating capacity 48 Capacity (crowded) 150 The Car Body. Car No. 284 is one of twenty which were constructed for the In- diana Union Traction Company by the Cincinnati Car Company, in accordance with the general designs of Mr. John L. Matson, superintendent of motive power of the former company. Their construction is quite a departure from the usual design, and they 60 ELECTRIC RAILWAY TEST COMMISSION SERVICE TESTS OF ELECTRIC CARS 61 are probably the first electric buffet cars ever put in service on regular runs, being used as limited cars on the lines between Logansport and Indianapolis and between Muncie and Indian- apolis. The first is a run of 79.5 miles, while the latter distance is 56.55 miles. Drawings showing the side elevation and the general plan of the interior are shown in Fig. 19. Fig. 18. —Interior of Car 284, of the Indiana Union Traction Company. Experience with similar cars in high speed service having shoTVTi the need of a strong bottom framing, these cars were constructed with a framing which it is believed will withstand all strain to which it may be subjected. The center sills consist of two 4-inch by 6-inch steel " I '^ beams, placed 13 inches apart. The intermediate timbers are composed of yellow pine 4 inches 62 ELECTRIC RAILWAY TEST 'COMMISSION ISERVICE TESTS OF ELECTRIC CARS 63 by 7 J inches. The side sillg are made in three parts; one piece of yellow pine 5^ inches by 8 inches, and one piece 2 inches by 7J inches, with a |-inch by 7-inch steel plate bolted between and running the full length of the sill. Tie rods f-inch in diameter are placed along the side of each bridging. The single side posts are of ash measuring 2 inches by 4 inches, every other post being a pier post consisting of two l|-inch by 4-inch posts placed 3^ inches apart. One of the chief defects of electric cars as usually constructed is the tendency to give down in the center and for the platform to drop. In the construction of these cars an endeavor has been made to overcome this difficulty. In addition to the steel plate alongside of the sills, "I" beams of bottom framing and the customary plank measuring If inches by lOJ inches, the center of the car is supported bytwo trusses. One of these consists of |-inch by 2-J inch flat refined iron and is gained into the inside of the posts under the belt rail, running the steel strut immedi- ately over the bolsters, and from this point it slopes downward to enter the side sills terminating in 1 inch round refined iron, anchored in a suitable casting. The other body truss consists of 1 J- inch by 8- inch ash, gained l|-inch into the outside of the posts and runs for a distance .under the belt rail, then descends and is mortised into the side sill over the bolster. From this point, braces of the same size ascend and are gained into the corner posts under the belt rail. Each platform timber is supported by steel plates f of an inch by 6 inches, bolted securely to the timbers and to the center and intermediate sills. In addition to these, there are bolted to the outside platform timbers 4-inch by 6-inch angle irons, which upon passing under the end sills bend outward and upward to run along the side sills to a point beyond the bolsters. The length of the front platform from the outside of the end sill to the out- side of the sheathing is 4 feet 3 inches, and the rear platform is 5 feet. Both the car floor and those of the platforms are made of Georgia pine, the car floor being laid lengthwise of the car. Each end is provided with a bumper of 5- inch oak capped with bumper 64 ELECTRIC RAILWAY TEST COMMISSION irons, those on the side measuring J- inch by 8 inches, and extended to follow the curve of the door posts. The front bumper iron is I of an inch by 10 inches, and extends so as to lap over the side bumper irons. The front end is supplied with a pilot which is fitted to the car. The rear end of the car is supplied with a Van Dorn No. 11 radiating draw bar, fastened to the platform of the car with the necessary supports. The height from the top of the rail to the center of the draw bar is 24 inches, and the distance from the face of the bumper to the face of the draw is 8 inches. The interior of the car is in dull finished Honduras mahogany. There is a large rear compartment, a smoking compartment, a buffet, a heater-room, and a toilet-room. The rear compartment is provided with Hale & Kilburn reversible seats upholstered with deep blue plush; the smoking compartment contains ten comfortable wicker chairs. The cars are carpeted throughout with Wilton carpet. The roof is of the monitor deck pattern, and extends the full length of the car, with steam coach type hoods. Steel carlines are placed at every double post, and are made in one continuous piece from post plate to post plate. The upper deck ceiling is made of three-ply bird's-eye maple, in four sections, screwed in position every 4 inches. One section is in the forward compart- ment and the other three in the rear compartment. The upper deck, finished in light blue, is of the Pullman style, and its vaulted appearance adds greatly to the lofty effect desired. The upper deck sash as well as the upper side sash are glazed with opalescent glass, which not only presents a pleasing appearance from the outside, but harmonizes well with the interior finish. All side and end windows are provided with curtains mounted on spring rollers. The front doors and windows have curtains in the motorman's cab, arranged so as to unroll from the top and reaching to the bottom of the glass, thus preventing the reflection of light in the vestibule windows at night. The buffet is ample in size for the purpose for which it was SERVICE TESTS OF ELECTRIC CARS 65 It contains a buffet urn, an ice box, cupboards and drawers for silverware and dishes. The heater is inclosed in a neat com- partment. Space for a coal box is provided by raising the heater 12 inches from the floor, thus permitting the coal box to be placed underneath the heater. The car is provided with a sand box of 3 cubic feet capacity, placed immediately in front of the leading wheels. The Nicholas Lintern air feed is employed, the control valve being in the motQrman's cab and connected to the storage line by ^-inch pipe. The hand brake is operated by means of a bevel gear pattern 20-inch bronze wheel, placed in a perpendicular position. The Fig. 20. —Baldwin Locomotive Type Truck for Car 284. brake staff is l-]-inch Norway iron, tapered in proportion, and is fitted with |-inch twist link chain. The air whistle is placed in the roof over the front of the car, and is connected to the air pipe system by a J-inch pipe and controlled by a valve in the motorman's cab. The car is pro- vided with the usual motorman's gong and conductor's signal bells. The basket racks are continuous for the full length of the car. A water cooler is situated in the forward end of the rear compartment. The car is equipped with a Mosher headlight, and is also sup- plied with an oil'and tool box hung under the car and containing two oil cans, one waste can, one coupling bar, two packing irons, one wreck rope, two pick-ups, and three flags. A cabinet, con- 66 ELECTRIC RAILWAY TEST COMMISSION taining emergency tools and provided with a glass front, is placed inside the car. A Babcock fire extinguisher is also a part of the equipment . Trucks and Running Gear. The trucks of this car were built at the Baldwin Locomotive works. They are of the Baldwin heavy type M. C. B. inter- urban trucks with the Gibbs cradle suspension. This is a loco- Fig. 21. — General Drawing of Baldwin Truck for Car 284. ^ , motive type of truck, and is becoming quite commonly used on high speed electric railways. A photographic view of the truck is shown in Fig. 20, while Fig. 21 gives a diagrammatic view of its general construction. Some of the general dimensions and data are the following: Gage of wheels 4 feet 8^ inches. Height of center plate above rail, car body loaded ... 33 inches. Height of side bearings above rail, car body loaded . . . 36}f inches. Wheel base 6 feet. Weight of truck 9,565 pounds. SERVICE TESTS OF ELECTRIC CARS 67 Designed to carry on center pin 20,000 pounds. Axles, diameter at center . . 6.5 inches. Axles, diameter at wheel seat . 7.5 inches. Type of motor suspension . . Gibbs' cradle. Side frames, wrought iron . . 2 inches by 3 inches. End frames, angle iron ... 3 inches by 3 inches. Pedestals wrought iron. Center transom wrouo-ht iron. Truck bolster, steel plates . . 9 inches wide. Center plate cast iron. Equalizing bars wrought iron. Spring plank wrought iron* Brakes inside hung. Bolster springs, double elliptic, . 28 inches long. Equalizing springs, single coil, . 7| inches diameter. Wheels, cast steel spoke center, steel tired 37^ inches diameter. Journals 4| inches by 8 inches. Journal boxes cast iron. Brake leverages 4 to 1 . Extreme length of axles . . . 85| inches. Motors. The driving equipment consisted of four Westinghouse No. 85 motors. This type of motor is similar in capacity and general performance to No. 76 motor of the same company, differing from the latter in its mechanical details. The manufacturers recommend this equipment for interurban service, and state that under reasonable conditions of grade and alignment a quadruple equipment of No. 85 motors with 33-inch wheels will operate a car weighing from 20 to 25 tons without equipment or load at schedule speeds of approximately 25 miles per hour, with stops at intervals of 1 J to 2 miles. With 36-inch wheels and gears of standard ratio a maximum speed of 45 miles an hour may be maintained. Car No. 284 had 37-J--inch wheels with a gear ratio of 27 to 47, and speeds of over 60 miles an hour were obtained during the tests. The average length of run during the service tests was 68 ELECTRIC RAILWAY TEST COMMISSION 3.44 miles, which would correspond to 10.29 stops per mile. A general view of this type of motor is shown in Fig. 22, while Fig. 23 shows the various parts ready for assembling. General Description. — The field frame of the motor is made of cast steel and is approximately cylindrical in shape. It is divided into two parts in a plane through the center of the armature shaft and the center of the car axle. It is so designed that when Ih? motor is in position on the truck the holding bolts may be taken out and the upper field lifted off. In order to make this possible, the suspension lugs and projection for the support Fig. 22. — Westinghouse No. 85 Motor. (General View.) of the gear case are cast with the lower field. All working parts of the motor are inclosed by the field casting. The pole pieces are built up of steel punchings, riveted together between end plates of wrought iron and are held to tha motor frame by bolts. The poles project radially inward at an angle of 45° with the horizontal. They are made with projecting tips which distribute the magnetism, and also serve to retain the field coils which are held in place by spring w^ashers. The armature is of the ventilated slotted drum type, and is 15f inches in diameter. The core is made of sheet steel punch- ings built up on a cast iron spider, which is pressed on and keyed to the shaft. The commutator is also mounted upon the same spider, and the shaft may be removed without disturbing any SERVICE TESTS OF ELECTRIC CARS 69 other part. There are 39 slots and 117 coils, i.e., three coils per slot. The end plate at the pinion end is provided with a bell- shaped flange, upon which the windings rest and to which they are securely fastened, so as to prevent any difficulty in this direction when the motor is running at high speeds. The com- mutator is 12 inches in diameter and is 4| inches long, and has 117 bars. The motors have the Gibbs cradle method of suspension, and are so constructed that the upper half of the field frame is readily Fig. 23. — Westinghouse No. 85 Motor. (Showing Parts.) removable. Repairs are made by jacking up the car body, run- ning the truck out, and doing all work from above. The pinion is made of forged steel with machine cut teeth. The gear is made of steel, in one piece, and is pressed on the axle. The gear and pinions have a diametral pitch of 2h per inch and faces 5 inches wide. The gear case is malleable iron and is in two parts bolted together. The weight of the No. 85 motor, complete with gears and gear case, is 4,500 pounds. The motor alone without gears and gear case weighs, approximately, 4,000 pounds. The weight of the armature complete with commutator is, approximately, 995 pounds. The weight of a complete four-m.otor equipment, in- cluding motors, one controller, car wiring and usual accessories, is, approximately, 21,140 pounds. 70 ELECTRIC RAILWAY TEST COMMISSION Controller and Car Wiring. The control equipment consisted of the Westinghouse pneu- matic system of train control. In this system the control is accomplished by the combined use of electricity and compressed air. It consists essentially of a master controller and a turret controller. The master controller is operated by hand, and it in turn acts on the turret controller. The latter makes the contacts for the main current, the master controller using a small current only, which is supplied by a storage battery. The master con- troller is so arranged that there are but two positions in which it can be placed for either forward or backward operation of the car. These positions correspond to the series and the parallel notches on the ordinary controller. If the controller is placed at the series position the master con- troller will cause the turret controller to make all of the contacts in their order up to the full series position. If the master con- troller is placed at the full parallel position the turret controller goes through all of the positions in consecutive order up to the full parallel position of the ordinary controller. The various contacts are made entirely automatically, and the speed at which they are made is regulated by the current which the car takes. A governing solenoid permits a new contact to be made only after the current has been reduced to a certain value which may be determined in advance. This method of train control is described in detail in Part III, Acceleration Tests. The general connections of the motors, resistances and brakes at the various positions of the controller, are shown in Chapter IV. The Air Brake Equipment. The air brake equipment consists essentially of the individual motor-compressor straight air brake system as furnished by the Westinghouse Air Brake Company. It is similar in general principle and arrangement to the Christensen air brake equip- ment used in Car No. 2600 of the St. Louis Transit Company's lines. SERVICE TESTS OF ELECTRIC CARS 71 Recording Devices. Various devices for graphically recording current, speed, pressure, and distance traveled, were employed in the different tests made upon electric cars. As the method used in obtaining these records, as well as the apparatus employed, differed in the several tests, it has been considered advisable in general to place the descriptions of these devices and methods with the matter relating to the specific test where they were first used. The single exception to this procedure is in the case of the recording am- meter made by the General Electric Company. As this instru- ment was employed upon all of the tests upon electric cars (ex- cept that of the industrial locomotive), and as, furthermore, the records obtained from it have been used so extensively in working up the results of the tests, it has been considered ad- visable to insert the general description of this instrument here. GENERAL ELECTRIC RECORDING AMMETER. For the purpose of making records of current which would show all of the fluctuations accurately, the recording ammeter made by the General Electric Company was selected. This instrument (as shown in Fig. 24) consists of the following essen- tial parts : An ammeter with powerful torque; A recording device ; A time-marking device. The ammeter has for its essential feature a strong magnetic field produced biy the current to be measured and proportional thereto. The current flows through a few rectangular turns of copper bar, and the range of the instrument may be changed by connecting these turns in series or in parallel. When in series, the range is 600 amperes, and when in parallel, 1,200 amperes. In this magnetic field is supported a movable coil consisting of about eighty turns of fine wire and carrying a direct current which is maintained at a constant value of one ampere. The 72 ELECTRIC RAILWAY TEST COMMISSION current for the movable coil is supplied by a storage battery. In the same circuit are an adjustable resistance and a sensitive indicating ammeter. By means of the resistance the current is adjusted by an attendant. The moving coil is suspended by a controlling spring at the top, and it is guided at the bottom by a small shaft which hangs freely in a bearing when the instrument is in use. The coil is protected from excessive vibration by Fig. 24. — General Electric Company's Recording Ammeter. flexible guides, and it is rendered "dead beat" in its motion by means of an eddy-current brake consisting of a copper arm carried by the moving coil and swinging in the field of a pair of auxiliary electro-magnets. Current is carried to and from the moving coil through spiral conductors which exert no appreciable controlling effect upon the coil. The movement of the coil is controlled by a spiral spring, by the adjustment of which the pointer of the instrument may be restored to its proper zero position. SERVICE TESTS OF ELECTRIC CARS 73 The movable coil carries an aluminum pointer, approximately 10 inches in length, which is hinged horizontally near its center in order to give it the necessary flexibility. The two parts of the pointer are connected by means of a delicate adjustable spring which may be made to support the entire weight of the outer end of the pointer. The recording apparatus of this instrument consists essen- tially of a paper-driving mechanism, a pen carried by the anmieter needle, and a time-marking device. A powerful spring motor equipment with a sensitive governor drives a drum over which passes a roll of paper. The paper is unrolled from one spool and wound up upon another by the same driving force. Slipping of the paper upon the drum is prevented by means of pins upon the edge of the drum which engage in perforations made along one edge of the paper. The speed of this drum is variable over a wide range. The paper, which is in rolls about 65 feet long, is 3 uiches in width, and it is ruled into spaces which indicate readings of 50 amperes and 100 am- peres, with the low and the high range of the instrument respectively. The current record is produced upon the paper by a delicate pen carried at the extreme tip of the ammeter needle. The pen consists of a capillary metal tube, one end of which is bent down to meet the paper, while the other is carried back along the aluminum needle, and dips into a metal ink reservoir located a few inches back from the tip. By siphon action the tube draws its supply of ink from the reservoir and makes a very satisfactory record upon the paper. The time-marking device employs a second capillary pen which is vibrated by a small electro-magnet. The current for operating this magnet comes from a dry battery, and passes through a con- tact maker operated by a clock mechanism. The marking mag- net operates a small auxiliary pen at set intervals, usually once every five seconds, producing a small mark near the base line of the record. The distance between these marks is altered by changing the speed of the paper-driving mechanism. In these 74 ELECTRIC RAILWAY TEST COMMISSION tests the spaces were generally from |-inch to |-inch in width. A sample record is shown in Fig. 25. The main part of the instrument is momited in a substantial case with a glass cover through which its operation may be in- spected, and the time-marking clock and relay with the dry bat- tery occupy a separate case. The delicate indicating ammeter 3™- o6:IOo I "^J ' I I II I i 1 I M 1 I II I I I I I 1 I W^ o o6*llo o o o Ji2c Fig. 25.— Sample Record from General Electric Company' % Recording Ammeter. which is used in maintaining the current in the movable coil at its proper value, is carried upon a projection at one end of the main case, while the adjusting rheostat is on the rear of the same. All parts are arranged for convenient operation, and throughout the tests the instrument demonstrated its adaptability to all kinds of traction testing. It will be noted from the above description that the pointer SERVICE TESTS OF ELECTRIC CARS 75 of the instrument moves in the arc of a circle of approximately 10 inches radius. The record produced is therefore one of curved ordinates. It would be very desirable if the instrument pro- duced records with straight line ordinates, but for all practical purposes this is not essential, and in these tests the records, where necessary, have been transferred to straight line ordinates. CHAPTER II. SERVICE TESTS OF A SINGLE-TRUCK CITY CAR. Objects of the Test. The principil object of these tests was to study the general performance of a typical single -truck city car when operated under normal conditions of service, including such measure- ments as those of speed, current, pressure, power, energy, and motor heating. The car tested had both hand and magnetic brake equipment, so that an opportunity was also afforded to study the general performance when operated upon a given schedule and employing: (a) hand brake control, and (b) mag- netic brake control. General Description of the Tests. The car selected for these tests was a single- truck car, built by the St. Louis Car Company, and equipped by the Westing- house Electric and Manufacturing Company. It has been described and illustrated in Chapter I. All of the service tests upon this car were carried out on the tracks provided for the Electric Railway Test Commission by the Louisiana Purchase Exposition Company, the car being operated forward and backward on the shuttle system. As previously stated in the Introduction, these tracks were each about 1,200 feet in length, and were located parallel to and directly north of the Transportation Building at the St. Louis Exposition, and are more fully described in Part VI. All tests were conducted on the north one of these tracks, which was tangent and level for the entire stretch used in the service tests. 76 SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 77 Synopsis of Results. Table I. — Synopsis of Besults of Service Tests on Single-Truck City Car. Average line pressure (volts) ^ . . Average current (amperes) ^ . . . Maximum current (amperes) ^ . . Square root mean square current (amperes) ^ Average power (watts) ^ . . . . Maximum power (watts) . . . . Length of run (feet) .....' Time of run (start to stop, second^), Time of stop (seconds) ^ . . . . Time of run (start to start, seconds). Average speed (miles per hour)^ , . Maximum speed (miles per hour) Schedule speed (miles per hour)^. . Stops per mile Average watt-hours per run . . Average K.W.-hours per car mile . Average watt-hours per ton mile Average braking current (amperes)^ Maximum braking current (am- peres)^ Square root mean square braking cm-rent (amperes)^ . . . . . Average power per run (start to stop, watts)2 Average power per run (start to start, watts) 2 Average time of run for day (all stops, seconds) * Average power for day (all stops watts) * Total time of day's run (hours)*. Temperature rise of motors (°C above 25°) ^ Test No. 1. 525.8 117.0 204.0 124.1 61520 107300 792 39.0 15.0 64.0 13.9 20.8 10.0 -6.7 359 2.39 167 33200 23950 59.3 21800 8.6 36.9 Test No. 2. 520.0 115.5 198.0 121.5 60060 102000 792 37.0 15.5 52.5 14 6 20.7 10.3 6.7 350 2.35 164 50.6 90.0 60.3 34100 24000 61.6 20455 5.7 35.1 Test No. 3. 511.2 116.0 199.0 122.0 59299 101000 792 36.8 14.9 51,7 14.7 20.0 10.5 6.7 343 2.30 16] 58,0 112.0 71.3 33600 23884 62.3 19820 7.6 33.4 Test No. 4. 514.0 121.0 204.0 124.0 62194 105000 789 39.0 11.0 50.0 13.8 20.8 10.8 6.7 338 2.27 159 31200 24336 64.1 19000 6.8 33.2 Test No. 5. 527.2 116.8 200.0 123.2 61577 103400 789 37.0 13.0 50.0 14.5 20.9 10.8 6.7 334 2.24 157 50.5 130.0 69.2 32500 24100 66.6 18054 6.8 33.1 AV. OF THE 5 Tests. 519.6 117.3 201.0 123.0 609.30 103740 791 37.7 13.9 51.6 14.3 20.7 10.5 6.7 345 2.31 162 53.0 110.7 66.9 32920 24054 62.8 19826 7.1 34.34 Test No. 1. Sept. 23, 1904, hand brake, dry track. Test No. 2. Sept. 24, 1904, magnetic brake, wet track. Test No. 3. Sept.'26, 1904, magnetic brake, dry track. Test No. 4. Oct. 6, 1904, hand brake, dry track. Test No. 5. Oct. 7, 1904, magnetic brake, dry track. ^ For time power was taken. 2 For regular schedule. ^ For time of braking. * Including stops for temperature readings. ^ Average of fields and armatures by resistance. 78 ELECTRIC RAILWAY TEST COMMISSION It was originally planned to make two service tests of the single- truck car, each test continuing throughout a day, or luitil the temperatures of the motors had attained constant values. One of these tests was to be with the hand brake control and the other with the magnetic brake control. Five tests of this nature were finally made as shown in the following schedule. SCHEDULE OF SERVICE TESTS ON SINGLE-TRUCK CITY CAR. Test. Date. Bbake Used. No. 1 . . . No. 2 . . . No. 3 . . . No. 4 . . . No. 5 . . . Friday, September 23d, 1904 Saturday, September 24th, 1904 .... Monday, September 26th, 1904 .... Thursday, October 6th, 1904 Friday, October 7th, 1904 Hand Brake Magnetic Brake Magnetic Brake Hand Brake Magnetic Brake Test No. 1. — This was more or less of a preliminary run. The data were not as complete as in subsequent runs, and con- siderable trouble was experienced in the heating of the axle journals of the car. Test No. 2. — This run was not entirely satisfactory, be- cause the axle journals still gave considerable trouble, and because furthermore it began to rain after the test was well imder way, and as a consequence the track was wet during a considerable portion of the test. Test No. 3. — On Sunday, September 25th, the axle journals were overhauled by the St. Louis Car people, and the test of the 24th was repeated on the 26th. Tests Nos. 3 and 4. — Between September 26th and Octo- ber 6th a number of acceleration and braking tests were made upon this car, the results of which are shown in Parts III and IV. When this work was completed, it was thought advisable to make two additional service tests before closing the work on the single- truck car. This decision was based upon the fact that the data taken in the test on September 23d (using the hand brake control) were not as complete as desired, and the SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 79 further fact that the running condition of the car had improved since the completion of the first service tests. Consequently on Thursday, October 6th, a service test with hand brakes was made, and this was followed on Friday, October 7th, with a service test using the magnetic brake control. THE TOTAL WEIGHT OF CAR. The weight of the car equipped and ready for service was 24,665 lb., as stated in Chapter I. The car had a seating capacity of 32 passengers, and it was estimated that 25 passengers would be an average load, exclusive of motorman and conductor. The total load, on the basis of 150 pounds for each person, would be 4,050 pounds. As there were on an average, five persons on the car throughout the tests, a dead load of 3,300 pounds was carried to compensate for the weight of the other 22 passengers. The main dead load consisted of 20 steel billets, weighing 150 pounds apiece, which were placed under the seats of the car. The additional weight of instruments and other appliances amounted to another 300 pounds, making up the necessary total weight, which, under the conditions of test, may be summed up as follows: Pounds. Weight of car equipped and ready for service 24,665 Weight of total dead load 3,800 Total average live load 750 Total 287715 This total weight is approximately 14.3 tons. MOTIVE POWER EQUIPMENT. The motive power equipment of this car has already been described in a general way in Chapter I. As the service capacity of the motors has an important bearing upon the tests consid- ered in the present chapter, their characteristic features of operation are here briefly discussed. General Performance. — The general performance of these motors with a gear rat'.o of 18 to 64 is shown in Figure 26. The 80 ELECTRIC RAILWAY^ TEST COMMISSION curves are taken from data furnished by the manufacturer, and show the speed, tractive effort, and brake horse- power, which the}' will develop with currents at from 25 to 200 amperes. The total electrical power input and the efficiency are also shown. The manufacturers made the following statements regarding the service capacity of these motors: "The motor has a continuous capacity of 50 amperes at 300 volts, or 46 amperes at 400 volts. Under the usual conditions 100 40CC 1 / / 30 _ 90 3G00 / ^ / / 2T \ 2ffici 5ncy J / / / 80 3200 \ ^ r ■~ 7 c y 24 / / / /I / 70 280C / \ / / / / 21 / \ J / / f / / 60 2400 \ V / / / y / 18 \ / / / / / 1 50 2000 \ s / f / / / 15 S. •3 c / < c / 1 » 40 1600 30 1200 £ / A -A -^ ^ t yx'n 12 f. pV /, " 4 — ...^ S" /i '^ 9 4 // A ^i 20 800 / / / 6 / / / 10 400 y V / 3 / / Amperes / y 2 i (J 8 1 )0 1 20 1 10 1 :o IS 2i io Fig. 26. — Curves Showing the General Performance of the Westinghbuse, No. 56 Motor with Gear Ratio 18 to 64. of railway service, the motor will carry safely an}^ loads within the range shown on the curve, provided the integral heating effect does not exceed the heating effect which is caused by the continuous application of either of these currents at the corresponding voltage. "In a shop test with either of these loads, the rise in tem- perature of the windings of the motor, during an all-day run, will not exceed 75° C. as measured by the thermometers. Owing to the improved ventilation which is obtained when the motor 1:>EKVICE TESTS OF A SINGLE-TRUCK CITY CAR 81 is under a moving car, the temperature rise in service with the equivalent of these loads will usually not exceed 55° C. For short periods, such as the rush hours, the motor may be operated at loads in excess of its continuous capacity. Under these circumstances, however, a corresponding increase of temperature will result." METHOD OF CONDUCTING THE TESTS. The first step in planning the tests was to select a schedule of operation which would represent average city conditions, as it was obviously impossible to cover a wide range of such condi- tions within the available time. The number of stops per mile selected was 6.7, making a d* stance between stops of 790 feet. The cycle of operation performed during each run was as fol- lows: 1. Power turned full on while the car traveled a given dis- tance. This averaged 123 feet in Tests Nos. 1, 2, and 3, while it was 100 feet in Tests Nos. 4 and 5. • 2. Power remained on full up to a certain point. This averaged 472 feet in Tests Nos. 1, 2, and 3, while it was 390 feet in Tests Nos. 4 and 5. 3. Car drifted with power off, and brakes were applied over a distance necessary to bring the car to rest at the proper point. In further explanation of these items, it should be stated that the power was turned on in a manner such as to produce a uniform acceleration while the allotted distance was being covered, this operation requiring an average of 8.5 seconds. The power was allowed to remain on until a speed of approxi- mately 20.75 miles per hour was reached, this being the normal speed of the equipment. After a few trials it was found prefer- able to allow acceleration over a given distance, which was selected as that in which the car reached the speed mentioned. Power was then turned off, and the car was allowed to drift to a point at which it could be stopped in the allotted distance with a normal brake application. Naturally this differed in the tests, as it was much easier to stop the car with the power brake and it was allowed to drift farther with this than with the hand brake. 82 ELECTRIC HAlLWAY TEST COMMISSION The average data corresponding to these test schedules were as follows: Maximum speed attained (miles per hour) Length of run (feet) Time of run from start to stop (seconds) Time of stop (seconds) Time of run from start to start (seconds) Average schedule speed (miles per hour) 20.75 790 38 13 51 10.6 In making the tests, accurate measurements of all quantities were taken over a period of about one hour at the beginning, one hour at the middle, and one hour at the close of each test. These measurements were taken to ascertain the exact condi- tions under which the run was being made. At other times during the tests, the car was operated systematically in accor- dance with the fixed schedule, the time of start and stop being recorded for each run. Measurements of motor temperatures were made at intervals throughout the test, which was contin- ued until the motors had reached a practically constant tem- perature. OEIGINAL MEASUREMENTS. The original data may be divided into three general classes: (a) Those relating to speed and distance; (5) those relating to the electrical input; (c) those relating to the temperatures of the motors. Speed and Distance Data. Two general methods of measuring and recording speed were employed as follows: 1. A direct-current dynamo with constant field strength, belted to the car axle and producing an e.m.f. proportional to the speed. A recording device was used with this apparatus. 2. A Boyer speed recorder belted to the car axle. In the first method mentioned, the source of e.m.f. was an "Apple" generator. This is a small generator made for igniting purposes,^ and it produced an e.m.f. of about ten volts at the highest speed which was attained in these tests. It has per- * By the Dayton Electrical Manufacturing Company, of Dayton, Ohio. SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 8S manently magnetized poles and a supplementary field winding. This field winding was connected in series with the moving coil of the recording ammeter, the current of which was maintained constant at one ampere. By this means an absolutely constant field was produced in the small generator used as a speed indi- cating device. The generator was mounted on the truck and was belted ^ to the car axle. The e.m.f . produced by the generator was read upon a Weston voltmeter, which indicated an e.m.f. exactly proportional to the speed. Frequent calibrations showed that this method was perfectly reliable for the purpose of indicating speed within the range of the tests. As shown in Fig. 27, the voltmeter was mounted in a case at one end of a large chronograph, over the cylinder of which was passed a wide strip of paper. The paper was unrolled from a large spool on one side of the chronograph drum and was rolled up on another spool on the other side of the drum. Above the chronograph cylinder and parallel with its axis was a pair of guides upon which traveled a small pencil carriage. From this carriage a cord passed to a small drum mounted upon an auxiliary pointer of the voltmeter. This auxiliary pointer was mounted directly over the needle of the voltmeter, and the movement of the latter was followed by an attendant, who manipulated the pointer. By this means there was traced on the paper carried by the chronograph drum, a line which was at a distance from the base line proportional to the voltage indicated upon the voltm ter, and therefore, to the speed at which the car was moving. The exact ordinates for the various scale divisions were obtained by direct calibration. In connec- tion with the chronograph was a time-marking device, consist- ing of a pen operated by an electro-magnet. The current which passed through this magnet received an impulse every five seconds from the time-marking device used in connection with the recording ammeter. In connection with the indica- * In subsequent tests it was found more satisfactory to gear the speed generator to the car axle by means of sprocket gears and chain. 84 ELECTRIC RAILWAY TEST COMMISSION tions of the time marker an accurate stop-watch was used for the purpose of calibration. The Boyer speed recorder consists of a rotary oil pump, the speed of which is proportional to that to be measured. This pump delivers the oil to a cylinder in which it produces pressure upon a piston, the motion of which is recorded upon a strip of paper by a pencil mechanism. The oil passes out of the cylin- der through a port, the area of which is increased as the piston rises, so that a definite position of the piston corresponds to each speed. From the cylinder the oil passes back to the pump. The strip of paper upon which the record is made passes over a drum driven from the car axle giving, therefore, a base line which is proportional in length to the distance traveled. Electrical Measurements. The electrical measurements made and the instruments em- ployed were as follows: Quantity Measured. Line Pressure. Total Current. Total Current. Motor Currents. Motor Pressures Total Energy. Motor Temper- ature. Instrument Employed. Method of Making Measurements. Weston Indicating Voltmeter. G. E. Recording Ammeter. Weston Milli-volt- meter with shunt. Weston Milli-volt- meter with shunt. Weston Indicating Voltmeters. Thomson Integrating Wattmeter. Weston Ammeter and Milli-voltmeter. Every five seconds. Continuous records for certain sections of tests. Read occasionally to check recording ammeter. Separate tests to determine the division of current between the two motors. Separate tests to determine division of E.M.F. Operated continuously. Resistance measured periodically and rise in temperature deduced there- from. (Temperatures were checked by numerous thermometer measurements.) SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 85 The connections and arrangement of instruments to facilitate the measurements were as shown in Fig. 28 and Fig. 29. The controller diagram and the connections of the motors for the power notches of the controller, are shoT\Ti in Part III on Ac- Chronograph MOTOR 4/wwwv ~ o ~ -G^ -&^ Chronograph Drum Fig. 27. — Speed Recording Mechanism. PilSM BOTTOI AMMETER MaCtNET CHRONOfiRAPH Kaonet ^ Seuu Chronometer Contact Maker BwrTBRY Ih-^ \ I ReuRv J \ Fig. 28. — Diagram of Connections of Recording Instruments including Bell Signal and Time Recording Devices. celeration Tests. The connections for the braking notches of the controller are shown in Part IV on Braking Tests. WORKING UP THE RESULTS. The results of the tests have been briefly set forth in the synopsis. The arrangement of apparatus, diagrams of connec- tions, instruments used, and data taken have been discussed 86 ELECTRIC RAILWAY TEST COMMISSION above. The method used in working up the results will now be considered. It was not only important to take certain data simultaneously, but it was also necessary that these data be taken at certain time intervals, and that the time of the start and stop of the car should be accurately known with respect to these time intervals. It was only by proceeding in this way that the exact relation of all data could be obtained. With the stop-watch was obtained the total time of run, Fig. 29. — Diagram of Connections of Instruments. (Single-Truck Car.) from the instant that the controller was placed at the first notch until the car came to a standstill. Stop-watch readings were also taken for the period of turning the controller on, total time of power on, period of drifting, and period of braking. From the current record was obtained not only the actual value of the current at every instant at which current was being taken, but also the actual instant at which the current was applied and the instant at which it was cut off. Accurate records, with reference to the five second readings of the indicating instruments were made on the ammeter and speed records, at the instant the five second bell rang. It is SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 87 evident that all of these readings may be accurately correlated with the records of current and speed. In working up the final results, it was often necessary to go from one to another of these various sources of information, in order to obtain a complete knowledge of the conditions existing at any given instant. The Time-Speed Curves. In working up the time-speed curve for a given run of a test, it was necessary to first locate the actual time of start of each run. This was done by finding the exact instant of start with reference to the five second scores on the recording ammeter record for the particular run, and transferring these data to the speed curve by means of the five second score mark on the latter curve. The second intervals from the start were then carefully measured off and ordinates erected. A number of speed curves for a particular test were worked up in this manner. A table was then compiled showing the speed of each of these runs at the various second intervals. From this table the average speed of all the selected runs was obtained for each second interval from the start. The final speed curve was then plotted. Since all tests did not have the same time interval, it was necessary to obtain the average time of run from start to stop for a given test. This was done by taking the average time for all rims throughout the day, the time of start and stop having been carefully recorded at the time the test was made. This average time of rim was used in plotting the time-speed curve. Upon working up the time-distance curves (which are described below) it was found that the average time-speed curve as obtained in this manner, did not in all cases permit of the exact distances actually traveled from the start to the point at which the controller was placed at the full parallel position, and to the point at which the power was turned off. As these points were fixed by the schedule in each case, they served as a check on the time-speed curves. 88 ELECTRIC RAILWAY TEST COMMISSION Time-Distance Curves. Since the distance traveled is the summation of the speed and the time at any instant, it is evident that the time distance curve may be obtained by summing up or integrating the areas under the speed time curves for any given interval from the start. The time distance curve was obtained in this manner and was transferred to the curve sheet. The Current Curves. The various current curves of a given run were all integrated and the final average value of current obtained, as well as the actual time which the current was on. The average time the current was on and the average current were obtained for all the current curves for the total days run. Twelve or thirteen curves were then selected which conformed most nearly to average conditions as to the shape of the curve, the total time the current was on, and the average current. The curves were superimposed upon each other and an average curve was obtained. The final curve was reintegrated and was formed to correspond in general outline, area, and time with average conditions. The final curve was enlarged and placed upon the curve sheet. The Squared Current Curves. The curves of squared curren were> obtained by squaring the ordinates of the average current curve and plotting the results. The area of this curve was taken and the average squared value of the current obtained. Finally, the square root of the mean square value of the current was obtained for the entire day's conditions. The heating of the motors depends upon the virtual or square root of the mean square value of the current. This curve is not represented graphically on the charts. The Pressure Curves. Line pressure readings were taken at the stroke of the five second bell in each case. The start was intentionally made at SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 89 different time intervals with respect to the five second bell on the various runs, so that the values of pressure might be ob- tained for different points between the five second intervals. The five second bell period was located with reference to the start in the case of each run of a given test. In this way a number of readings would be obtained for each second period of the voltage curves, and these were recorded upon a data sheet. The average value of the pressure at each of the second point intervals was then obtained and this average was placed upon the curve sheet. The Power Curves. The curve of total power was obtained by multiplying to- gether simultaneous readings of the instantaneous values of pressure and current taken from the average curve. The curve obtained from these points was plotted and integrated, and the average value of power was thus obtained. The Division of Current In making the tests, an ammeter was placed in each of the motor circuits. It was thus found that the division of current between the two motors was practically equal. This conclusion was reached by getting the results of a large number of observations. Knowing this general relation be- tween the motors, it was a simple matter to construct a curve, showing the individual current in each case. The various notches of the controller are clearly indicated on the current curves. Knowing the connections between the motors for each position of the controller, it is possible to tell whether the motors are in series or in parallel at a given controller notch. The individual motor current curves are therefore plotted from these data and general information, as shown on the curve sheet. For the controller notches in which the motors are in series operation, the total current is also the individual motor current. For the parallel controller notches, however, the total current is double that of the individual motor currents. This 90 ELECTRIC RAILWAY TEST COMMISSION part of the current curve for a single motor is consequently obtained by taking half of the total current during this period. The Division of Pressure. The pressure of each of the individual motors was taken at certain intervals during the tests. From these data it was clearly shown that the motors divided pressure practically equally during the period when they were in series. When the motors were in parallel, the pressure across each of the motors was directly obtained. The method of obtaining the individual motor pressure data was the same as that employed in taking the line pressure data. That is, these data were taken at the sounding of the five second bell in each case, and the five second bell interval was not the same for all runs of a given test rela- tive to the time of start, so that a mmiber of readings might be obtained from the general runs of a given test which would show the pressure on the individual motor at the various sec- onds, starting from the time at which the current was impressed upon the motors. By correlating these data with reference to the five second score mark and the time of start of the tests in each case, it was possible to obtain a number of data for each second from the time of start. By averaging these data, a curve showing the pressure of the individual motors in each case from one second to the next could be obtained. This curve was plotted on the curve sheet. The Division of Power, Curves showing the division of power between the motors and the starting resistances were obtained by multiplying to- gether the instantaneous values of pressure and current as obtained above for the individual motors and for the starting resistance. Results of the Tests. The numerical results of the various service tests made upon the single-truck car are sho\vn in tabular form in the synopsis at the beginning of the chapter. It will be noted that the SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 91 data relating to the test of September 23d are not as complete as are those for the other tests. This test was the first of the series, and must be considered more or less as a preliminary run. The results of tests Nos. 2, 3, 4, and 5 are shown in graphical form on the following pages of the chapter. These graphical representations have been divided into three parts for each test. One shows the general results of the test, while the other two show some of the more detailed results. THE GENERAL DATA. The plates showing the graphical representation of the general data are plotted on a time base, and curves have been drawn, showing the speed, distance traveled, pressure, total current, and power at each instant from the start to the stop. These diagrams are accompanied in each case by a general log, which gives all detailed information concerning the conditions existing at the time the test was made and also the general numerical results of the test. THE DETAILED DATA. In addition to the general diagrams there will be found two detailed diagrams for each of the tests Nos. 2, 3, 4, and 5, in which are shown the division of current, pressure, and power between motors and resistance. The first of these diagrams in each case shows the division of current and power between the two motors and the starting resistances. The second diagram in each case shows the total power, power taken by the motors, and that lost in the starting resistance. The detailed diagrams follow immediately after the general diagrams for a given test. TEMPERATURE MEASUREMENTS. The final average temperature rise of the motors at the end of each test has been recorded in the synopsis and also in the general data accompanying the graphical representation of re- sults in each case. Temperature measurements were made at 92 ELECTRIC RAILWAY TEST COMMISSION intervals throughout the day in each case. These readings were taken both by means of thermometers and by means of resistance measurements of armatures and fields. The various temperature measurements are shown in the tables at the end of the chapter. GENERAL LOG SHEET OF TEST NO. 2. (Magnetic brake employed in this test.) (Illustrated by Figs. 30, 31, and 32.) Date, Saturday, September 24, 1904. Place, test tracks north of Transportation Building, World's Fair, St. Louis. Weather, unsettled, dry first part of day's run, rain at 11.50 a.m. Con- dition of track, dry at first, but wet during the latter part of run. Average line pressure, 520 volts. Distance Measurements. — Length of a single run, 792 feet or 0.15 of a mile. Stops per mile, 6.7. Distance traveled, from start to the point where the controller was at the full parallel position, 123 feet. Distance traveled from start to the point where the power was shut off, 472 feet. Distance traveled to the point where the brakes were first applied, 641 feet. Time Measurements. — Time of run (start to stop), 37 seconds. Time of stop, 15.5 second]. Time of run (start to stop), 52.5 seconds. Average time of run for day (including stops for temperature readings), 61.6 seconds. Total time of day's run, 5.7 hours. Time in turning controller to full parallel position, 8.7 seconds. Time during which power was supplied for each run, 21 seconds. Time from start to the point of 'applying brakes, 27 seconds. Time from point of application of brakes to stop, 10 seconds. Speed Measurements. — Average speed (start to stop), 14.6 miles per hour. Maximum speed during run, 20.7 miles per hour. Schedule speed (start to start), 10.3 miles per hour. Acceleration Measurements. — Average acceleration from the start to the point where the power was cut off, 0.98 miles per hour per second. Maximum acceleration, 2.19 miles per hour per second. SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 93 ! Miles per Hoar >1 Co O Ci ^ !S o o o 1 1 i I o § Volta h v>^ " \, ■"^ V \ s V. ^ ^ \ V \ . / ) ) \ < >k N: < ^ \ N ^ V ~-N ■^ ■"•^s^ V ^! ? \ < \, <; \ I < s \ 4 \ y ) \ \^ ^ \ / ^ ^ \ \ / y X \ > V J / / \ \ / ^ \ / V. f \ / \ 1 6r- 5 \ / i ^ f 1^ •la Tr3 \ \ ^?- 1 N s J \ ~~ \ / \ V / \ 1 \ N \ / 1 \ / ^ \/ f I X \ s / \ \ V ^n fe r*, y \ V \ -EJ — '- — — "^ __ V __i ... — -■ -- -- ■ — ^ 1 ,' i^ /I V \ "^^'Ci ^« V f / \ s^ "■" — A —si s <^^ '1 "S ^ Sf fe^ p l\ >tor 'Orrent l--'\ \ -mjRhe< 1 L^a "■"" —^ ■"^ V \ V . 1 N ^ Seconds 2 4 6 8 10 12 14 16 18 20 Fig. 31. —Division of Current and Pressure, Test No. 2, Sept. 24, 1904. Seconds 2 i C 8 10 32 14 16 18 20 Fig. 32. —Division of Power, Test No. 2, Sept. 24, 1904, SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 95 Deceleration Measurements. — Average deceleration from the point where the brakes were first applied to the end of the run, 1.8 miles per hour per second. Maximum deceleration, 2.28 miles per hour per second. Current Measurements. — Average current (during time power was on), 115.5 amperes. Maximum current during run, 198 amperes. Sijuareroot of mean square current, 121.5 amperes. Form factor (square root of mean square current, divided by- average current), 1.05. Average braking current (during braking period), 50.6 amperes. Maximum braking current, 90 amperes. Square root of mean square braking current, 60.3 amperes. Form factor of braking current, 1.19. Power Measurements. — Average power (during time power was on), 60,600 watts. Maximum power, 102,000 watts. Aver- age power per run (start to stop), 34,000 watts. Average power per run (start to start), 24,000 watts. Average power for day (including stops for temperature readings), 20,455 watts. Energy Measurements. — Average energy per run, 350 watt- hours. Average energy per car mile, 2.35 kilowatt hours. Aver- age energy per ton mile, 164 watt-hours. Average energy per run (obtained from the readings of the integrating wattmeter), watt-hours. GENERAL LOG SHEET OF TEST NO. 3. (Magnetic brake used in this test.) (Illustrated by Figs. 33, 34, and 35.) Date, Monday, September 26, 1904. Place, test track north of Transportation Building, World's Fair, St. Louis. Weather, clear, no rain. Condition of track, dry and clean. Average line pressure, 511.2 volts. Distance Measurements. — Length of a single run, 792 feet, or 0.15 of a mile. Stops per mile, 6.7. Distance traveled from start to the point where the controller was at the full parallel position, 123 feet. Distance traveled from start to the point where the power was shut off, 472 feet. Distance traveled to the point where the brakes were first applied, 641 feet. 96 ELECTRIC RAILWAY TEST COMMISSION ?33J< 1 ^ /< ^ ^ X 1 /^ ^ y y \ k. » ^ y \ /' <; / \ U ^ \ ^^' c \ y ?£ ^ ) o \ / ■'?Bjj s \, X s V / f—^ \ \ / \ \ / \ / \ 1 \ s \ \ r r \ f 1 V s, -o \ / ■* / / 1 [ f^ > ^ / g H y V / \ •^^ / ^ \ / ,«( / \ \ z' 7 ' \ ^ \ y / y / \ \ \ n / y^ / / \ V >k > \ c \ \ V ^ > '^s \ c \ ^ M s ^ P^ \ /• > \ s/ /"" \ ( ^ >^ \ A V ^ V, \ V \ "^ « ■* « CM « 00 CO O GO *-* to ■* Q> ^ s d nioAl i J5 SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 97 1 1 r \ V •> 2 V \ I \ ^ \ ._ ^^_ .^ r-- _- One — — ""1 r^l \ s J 1 ^9\ ■ij.- \ s. ^ \ i V ^ ^ te K /, 1 \ \ V N- "^-i ^ . y ? \ ' V ^ A y . i "V *^ 'JOffi* / ' \ ■Mot >'-Cu Tent <^ ^i > :.F.Lo3 4nJlh( ' \ "^ \ 'v. S^ Seconds 2 4 6 8 10 12 H 16 18 20 Fig. 34. — Division of Current and Pressure in Test No, 3, Sept. 26, 1904* 1 a r- \ Totj IPOT er - — 1 \ Pow sr los t in Resist moe -- ._. — • i \^ 75! \ POW rdel vere itol lotor l-^ — f V ■\ \ V \ \ k \ s EO /*-- s s N ^ .\ J ^ -•^ / / '\ V ^ / V ' \ 25 ^ J 1 A 1 1 >' V \ — i- \ 1 \ \ fi ^> 1 \ ^^ jBeoondsO 2 4 6 8 10 12 14 16 18 SO Fig. 35.— Division of Power in Test No. 3, Sept. 26, 1904. 98 ELECTRIC RAILWAY TEST COMMISSION Time Measurements. — Time cf run (start to stop), 36.8 sec- onds. Time of stop, 14.9 seconds. Time of run (start to start), 51.7 seconds. Average time of run for day (including stops for temperature readings), 62.3 seconds. Total time of day's run, 7.6 hours. Time in turning controller to full parallel position, 8.5 seconds. Time during which power was supplied for each run, 20.8 seconds. Time from start to point of applying brakes, 25 seconds. Time from point of application of brakes to stop, 11.8 seconds. Speed Measurements. — Average speed (start to stop), 14.7 miles per hour. Maximum speed during run, 20.6 miles per hour. Schedule speed (start to start), 10.5 miles per hour. Acceleration Measurements. — Average acceleration from the start to the point where the power was cut off, 0.99 miles per hour per second. Maximum acceleration, 2.5 miles per hour per second. Deceleration Measurements. — Average deceleration from the point where the brakes were first appUed to the end of run, 1.51 miles per hour per second. Maximum deceleration, 1.95 miles per hour per second. Current Measurements. — Average current (during time power was on), 116 amperes. Maximum current during run, 199 amperes. Square root of mean square current, 122 amperes. Form factor (square root of mean square current divided by average current), 1.05. Average braking current (during brak- ing period), 58 amperes. Maximum braking current, 112 am- peres. Square root of mean square braking current, 71.3 amperes. Form factor of braking current, 1.23. Power Measurements. — Average power (during time power was on), 59,299 watts. Maximum power, 101,000 watts. Average power per run (start to stop), 33,600 watts. Average power per run (start to start), 23,884 watts. Average power for day (including stops for temperature readings), 19,820 watts. Energy Measurements. — i\.verage energy per run, 343 watt- hours. Average energy per car mile, 2.3 kilowatt hours. Average energy per ton mile, 161 watt-hours. SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 99 GENERAL LOG SHEET OF TEST NO. 4. (Hand brake employed in tliis test.) (Illustrated by Figs. 36, 37, and 38.) Date, Thursday, October 6, 1904. Place, test tracks north of Transportation Building, World's Fair, St. Louis. Weather, clear, no rain. Condition of track, dry and clean. Average line pressure, 514 volts. Distance Measurements. — Length of a single run, 789 feet or 0.15 of a mile. Stops per mile, 6.7. Distance traveled from start to the point where the controller was at full parallel posi- tion, 100 feet. Distance travelled from start to the point where the power was shut off, 390 feet. Distance travelled to the point where the brakes were first applied, 612 feet. Time Measuretnents. — Time of run (start to stop), 39 seconds. Time of stop, 11 seconds. Time of run (start to start), 50 seconds. Average time of run for day (including stops for temperature readings), 64.1 seconds. Total time of days's rmi, 6.8 hours. Time in turning controller to full parallel position, 8.7 seconds. Time during which power was supplied for each run, 19.5 seconds. Time from start to the point of applying brakes, 22.5 seconds. Time from point of apphcation of brakes to stop, 16.5 seconds. Speed Measurements. — Average speed (start to stop), 13.8 miles per hour. Maximum speed during run, 20.8 miles per hour. Schedule speed (start to start), 10.8 miles per hour. Acceleration Measurements. — Average acceleration from start to the point where the power was cut off, 1.07 miles per hour per second. Maximum acceleration, 2.14 miles per hour per second. Deceleration Measurements. — Average deceleration from the point where the brakes were first applied to the end of run, 1.21 miles per hour per second. Maximum deceleration, 4.3 miles per hour per second. i nr /* 100 ELECTRIC RAILWAY TEST COMMISSION mteivay 3 *^ \ ^ ^ \ y y \ / y \ / \ / / \ / ^ J \ / N / / \ / \ / \ / \ / \ / \ / "\ / ^ 1 \ •a \ \ r — == "^ 00 \ \ i I h a ' \ / \ P4 r / \ / \ c 3 / \ \ / tj > \ \ \, / y V \ N s. ,y * J / \ V ^ A \ ^ ^ \ ( >• \ V < > \ \ 1 /'" ^C \ ,^ > ■^ s. \ <- ( s ^^ \ V '\ \ \ ,/^ — >< \ r ( S S, ' N V, > \, \ \ 1 k V is^ _ V ^ ■* 55 BnoA § SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 101 I 200 176 150 600 1126 500 100 400 76 300 26 .100 -p, \ V "^ -A f \ \ \ ^ — — -- .-^ ■ — _ ^ _ ,__ \ ^,^ ^_ , Line EM. F. . _ . _ - — •- / ^ /' ,^ \ > \ / / k \ \ — ^ V > K -A ^ Tot iCu 7^ / < n \ r^ \, reht -. r V \ 4 ^0*- * \ <" ■^ •^ nugl, ^ot ;f Ci »en 1 ^ \ -" \ . :.ffiLF.Lo3S n I beosta. \ \ \ ^x S ^v .^ _ SeconJa 2 4 6 8 10 12 14 16 18 20 Fig. 37, ^Diuision of Current and Pressure in Test No. 4, Oct. 6, 1904. 1 3 100 r \ / \ ^ T ^ /TV T talP ower / V \ r V 1 T >tall ower lost] uRe iistai ce - — — -- '76 / 1 \ I ower deUr 3red oMc tors _.. — 1 / \ s, '% ! \ A > \ /" 1 \ sn / ^i \ f i \ / 1 V ! •^ ^ 1 f 1 i "*^ ' "\ / 1 25 / 'i V r f «• -— -^ \ V 1 1 ^ \ 1 \ ^^ \ ■J S. ^^ BecooasO 2 4 6 8 10 12 14 16 18 20 Fig. 38. —Division of Power in Test No. 4, Oct. 6, 1904, 102 ELECTRIC RAILWAY TEST COMMISSION Current Measurements. — Average current (during time power was on), 121 amperes. Maximum current during run, 204 amperes. Square root of mean square current, 124 amperes. Form factor (square root of mean square current divided by average current), 1.03. Power Measurements. — Average power (during time power was on), 62,194 watts. Maximum power, 105,000 watts. Aver- age power per run (start to stop), 31,200 watts. Average power per run (start to start), 24,336 watts. Average power for day (including stops for temperature readings), 19,000 watts. Energy Measurements. — Average energy per run, 338 watt- hours. Average energy per car mile, 227 watt-hours. Average energy per ton mile 159 watt-hours. GENERAL LOG SHEET OF TEST NO. 5. (Magnetic brake employed in this test.) (Illustrated by Figs. 39, 40, and 41.) Date, Friday, October 7, 1904. Place, test track north of Transportation Building, World's Fair, St. Louis. Weather, clear, no rain. Condition of track, dry and clean. Average line pressure, 527.2 volts. Distance Measurements. — Length of a single run, 789 feet, or 0.15 of a mile. Stops per mile, 6.7. Distance traveled from start to the point where the controller was at the full parallel position, 100 feet. Distance travelled from start to the point where the power was shut off, 390 feet. Distance travelled to the point where the brakes were first applied, 612 feet. Time of run (start to stop), 37 seconds. Time of stop, 13 seconds. Time of run (start to start), 50 seconds. Average time of run for day (including stops for temperature readings), 66.6 seconds. Total time of day's run, 6.8 hours. Time of turning controller to full parallel position, 9 seconds. Time during which power was supphed for each run, 19.5 seconds. Time from start to SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 103 the point of applying brakes, 25.3 seconds. Time from point of application of brakes to stop, 11.7 seconds. Speed Measurements. — Average speed (start to stop), 14.5 miles per hour. Maximum speed during run, 20.9 miles per hour. Schedule speed (start to start), 10.8 miles per hour. Acceleration Measurements. — Average acceleration from the start to the point where the power was cut off, 1.07 miles per hour per second. Maximum acceleration, 1.66 miles per hour per second. Deceleration Measurements. — Average deceleration from the point where the brakes were first applied to the end of run, 1.71 miles per hour per second. Maximum deceleration, 3.0 miles per hour per second. Current Measurements. — Average current (during time power was on), 116 amperes. Maximum current during run, 200 amperes. Square root of mean square current, 123.2 amperes. Form factor (square root of mean square current divided by average current), 1.05. Average braking current (during brak- ing period), 50.5 amperes. Maximum braking current, 130 amperes. Square root of mean square braking current, 692 amperes. Form factor of braking current, 1.36. Power Measurements. — Average power (during time power was on), 61,577 watts. Maximum power, 103,400 watts. Average power per run (start to stop), 32,500 watts. Energy per run (start to start), 24,100 watts. Average power for day (including stops for temperature readings), 18,054 watts. Energy Measurements. — Average energy per run, 334 watt- hours. Average energy per car mile, 2.24 kilowatt hours. Average energy per ton mile, 157 watt-hours. 104 ELECTRIC RAILWAY TEST COMMISSION gaiadtcryS S 8 ^ X ^ 1 ,*-- «*• ^ \ c ^.^ \ ^ ^ ^ \ < -^ y V y y 30 «nO \ / ^^Jff \ y < •^ s / \ \ / ' \ \ / \ 1 \ / \ V / \ \ "^ \ i \ 1 \ r — 1 \ \ A 1 l\ 1 ■^/ \ / "^ V p4 \ / \ g i/ y \ I / i\ \ / y / \ \ '\f^ ^ / \ ^ ^ \ \ / \ / 9> <\ s. c ' > V . *■ \ \ <^ ^ \ t \ "<; s. \ y \ >• S^V > \ (^ ^ \ \ N S^ \ \ S s. L_ \ ^ L ^ 00 o " Q: .5» *no g J9d isnis snoA g SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 105 r V- s - V \ \ 1 V \ - — — ■ — —. 1 — — -;? ._ ^^^ > V __ . ^ !ine i.il. — — / / 1 /f. \ / ^ \ / d < \ y ^ \ /J #^ f V- ■v^ N, X >Sw -Tota. f \ s. ^Vn ^z. N \ V ■\ A 4-' i \ ^ s ^ ^ K^ X ^n ^^^Jjotot Can int \ 1ti [|F.I La A \ 1 \ k^ V 1 J s ^ 4 200 ISO 600 100 400 60 200 100 Seconds o 2 4 6 8 10 12 14 16 18 80 Fig. 40. —Division of Current and Pressure in Test No. 5, Oct. 7, 1904. 100 76 50 r k To ^p )wer L Y- V \ / T \ Po Ter 1 )3tin Resi 3tanc !.._ 1 \ i \ Po rer t eliTe edt( Mot >T3.. i \ \ /^ \ /^ \ \, / '/ \ / 1 1 \ s / / \ / > / \ X, 1 / / i / 1 i '^s 1 \ I \ 1 1 v^ V \ \ •\ 1 \ \ 1 J s — "^ Seconds 2 4 6 8 10 12 14 ' 1« 18 20 Fitf, 41. —Division of Power in Test No. 5, Oct. 7. 1904. 106 ELECTRIC RAILWAY TEST COMMISSION Discussion of Results. The service tests on the single-truck city car give data which may be studied in two different ways. In the first place, they afford information as to the performance of a car under a sched- ule which is frequently met with in service in large cities, the car tested being of ample size and power capacity for such ser- vice. In the second place, the data allow of a comparative study of the action of hand and power brakes upon the same car. In this particular case, the power brake used was of the magnetic type, but, aside from the effect that this system pro- duces upon the motors, substantially the same results are secured with any other power brake. Taking up a consideration of the comparative speed perform- ance in the several tests, it is noted that in all of the tests with the power brake the ratio of the maximum to the average speed is much lower than in the tests with the hand brake, the differ- ence amounting to about 7 per cent. This shows that with the power brake and with the same maximum speed, it is pos- sible to secure a greater average speed. Moreover, this increase of average speed is secured without additional expenditure of power, as it results from the additional time during which the car may be allowed to drift after the shutting off of the power and before the application of the brakes. The efficiency of each run is therefore greater with the power brakes than with the hand brakes. In these tests the rates of acceleration were as nearly uniform as possible, and no significance is to be attached to the. slight variations in the maximum and average accelerations. The variations in acceleration which are noted are due to the employment of a slightly different schedule of operation in Tests Nos. 4 and 5 from that of Tests Nos. 2 and 3. It will be remem- bered that Tests Nos. 4 and 5 were made some time after the others, and during the interval between considerable study had been put upon improving the schedule, with the result that Tests Nos. 4 and 5 may be considered as somewhat superior to the SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 107 others. In the later tests, also, the operators had become more skilled in the manipulation of the apparatus, and they were thus able to secure more uniform results. This is illustrated by the fact that they were able to produce in Tests Nos. 4 and 5, substantially the same maximum speed and schedule speed, with the average rates of acceleration on the two days almost exactly alike. The maximum accelerations differed somewhat, but it was found very difficult to obtain exactly equal maximum rates of accel- eration, and this matter affects the results to a negligible extent. The speed recording devices did not possess such a degree of sen- sitiveness that much reliance can be placed upon the measure- ments of maximum acceleration, and as the maximum currents were in all cases substantially the same, it is evident that the values of maximum acceleration were closer together than the figures indicate. The measurements of average deceleration show in marked manner the increase in braking ability of the car equipped with the power brakes. The average time from the point of the ap- plication of brakes in the case of the power brake is slightly over eleven seconds, while with the hand brakes this value is above sixteen seconds. No attempt was made in the service tests to operate the power brakes at abnormal rates, but a smooth, easy stop was made in each case. The increase in the braking rate due to the use of the power brake was from 30 to 40 per cent, and the form of the braking curve was much better. A peculiar fact is noted in regard to the maximum deceleration in Test No. 4. It will be noted that this was over four miles per hour per second, and very much higher than any of the results with the power brakes. This great deceleration occurs just at the in- stant of stop and it is due to the increase in friction between brake shoes and car wheels as the car approaches rest. Natur- ally, the motorman tightens his brake as far as his strength will allow toward the end of the braking period, thereby increasing the pressure of the brake shoes more or less gradually as the de- celeration progresses. In addition to this^ the increase in the 108 ELECTRIC RAILWAY TEST COMMISSION coefficient of friction between shoes and wheel with the diminish- ing relative velocity between them, results in the final seizure of the wheels by the shoes, and the car is brought to an abrupt stop. It is thus noted that with the hand brake the maximum decelera- tion is over three times the average, while in the case of the power brakes it is never as much as twice the average. In this particular form of power brake, the braking force automati- cally decreases as the speed lowers, and thus a more uniform speed is produced, the pressure on the brake shoes being lowest when the coefficient of friction is greatest. The tests show a more uniform deceleration with the power brake than with the hand brake. In all of the tests the energy consumption is practically the same, the difference being due to minor causes so that there is no material saving in this item obtained by the use of the power brakes. It is interesting to note that in each successive test the number of kw. hours per car-mile was slightly reduced. As this decrease is very regular, it is probably due to the more skilful operation of the car by which the pre-determined cycle of opera- tions was more accurately adhered to. This decrease amounts to not over 5 per cent during the series of tests. There is no significance in the fact that with the hand brake a slightly greater current was used than in the other tests, as the varia- tion is not sufficient to allow any conclusions to be drawn. Both the average and maximum currents are quite uniform throughout the tests and show very careful handling on the part of the motorman, who operated the controller under the direc- tion of an observer provided with an accurate stop watch. It will be noted that the form factor, or ratio of the square root of the mean square current to the average current, is re- markably uniform, being substantially the same throughout the tests, that is 105 per cent. This shows that the cycle of opera- tions, as far as the electrical part was concerned, was reason- ably imiform. A most important feature of this test was the determination of the effect of the current supplied to the brakes by the motors, SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 109 upon the heating of the motors. This extra duty upon the motors interferes with the natural cooUng which would other- wise occur at times when the power is shut off. Heating of the motors by the braking current is due to two causes, the core losses and the armature and field copper losses. The details of this matter will be found in Chapter X, in which the tests on this brake are especially discussed. For the present purpose it is sufficient to note that a certain current was supplied in each case to the brakes by the motors. The current averaged a httle less than 55 amperes in Tests Nos. 2, 3, and 5, and the time during which this current flowed was somewhat over eleven seconds. The form factor of this current is high on accoimt of the peculiar peaked form of the current curve. An average value of the form factor is 128 per cent. The average comparative heating effect of the braking current and the power current can therefore be readily determined in the two cases from the values of the products of the squares of the current and the corresponding intervals of time in seconds. The aver- ages of these products for Tests Nos. 2, S, and 5 are 751 for the braking period, and 2497 for the power period. While the core losses have some effect in heating the motors, this effect is not large compared with the heating due to the cur- rent in this case, partly because the average e.m.f. during the braking period is low and because the core loss is not a large per- centage of the total heating in any case. Attention should be called to the fact that the shunt around the motor field de- flected a considerable part of the current from this circuit and reduced the field heating to a corresponding extent. The temperature measurements show that a somewhat greater rise of temperature is produced by the additional duty imposed upon the motors by the magnetic brake. In ordinary work this would necessitate the employment of slightly larger motors where the power brakes are used. The difference in temperature, however, is not very great, and it corresponds to that which would be expected in view of the amount of cur- rent supplied to the brakes, and the duration of the same. In 110 ELECTRIC RAILWAY TEST COMMISSION this test the car was eqmp})ed with motors of ample size for both the regular and braking service. The car weighed without passengers twelve and one-fourth tons, and the motors were rated at 50 nominal horse power, giving a power allowance of nearly 8.2 horse power per ton. The results of this test show that the car could have been easily operated on the schedule used with a smaller powder equipment, but as the magnetic brake is par- ticularly well adaped to a hilly road where a large motor equip- ment is necessary, it was appropriate that motors of ample capacity should be placed on the car. It can be stated, there- fore, that the car was well adapted for operation in accordance with the schedule used without undue heating of the motors. SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 111 Motor Temperature Data. Table II. — Air and Motor Temperature in Degrees Centigrade Single- Truck Car, Test No. 1, Sept. 23, 1904. Time. 8.30 A.M. 11.20 A.M. 2.15 P.M. 5.40 P.M. Hours from the Start 0.0 2.8 5.7 9.2 Temperature Readings by Thermometer. Outside Air Field, Motor No. 1 Field, Motor No. 2 Frame, Motor No. 1 Frame, Motor No. 2 Air Gap, Motor No. 1 Air Gap, Motor No. 2 Commutator, Motor No. 1 Commutator, Motor No. 2. 26.5 66.0 64.0 47.0 47.5 70.0 75.0 66.0 74.0 Temperature Rise Above the Air Temperature. Field, Motor No. 1 0.0 16.5 38.5 39.5 Field Motor No 2 -0.5 -0.5 13.5 8.0 29.0 13.0 37.5 Frame, Motor No. 1 20.5 Frame, Motor No. 2 -0.5 7.0 16.0 21.0 Air Gap, Motor No. 1 1-0 22.5 36.5 43.5 Air Gap, Motor No. 2 ...... . 0.5 20.0 36.0 48.5 Commutator, Motor No. 1 . . . 1.0 36.5 38 »0 39 .,5 Commutator, Motor No. 2 . . . 1.0 29.5 45.0 47.5 Temperature Rise Above an Air Temperature of 25° Centigrade. Field, Motor No. 1 Field, Motor No. 2 Frame, Motor No. 1 Frame, Motor No. 2 Air Gap, Motor No. 1 Air Gap, Motor No. 2 Commutator, Motor No. 1 . Commutator, Motor No 2. 39.2 37.2 20.4 20.8 43.2 48.2 39.2 47.2 112 ELECTRIC RAILWAY TEST COMMISSION Table III. — Air and Motor Temperature in Degrees Centigrade Single-Truck Car, Test No. 2, September 24, 1904. Time. 9.45 A.M. 1.25 P.M. 3.50 P.M. Hours from the Start 0.0 3.7 6 1 I Temperature Readings by Thermometer. Outside Air Field, Motor No. 1 Field, Motor No. 2 Frame, Motor No. 1 Frame, Motor No. 2 Air Gap, Motor No. 1 Air Gap, Motor No. 2 Commutator, Motor No. 1 Commutator, Motor No. 2 22.2 52.0 57.0 39.5 42.0 64.0 68.0 63.5 68.0 Temperature Rise Above the Air Temperature. Field, Motor No. 1 Field, Motor No. 2 Frame, Motor No. 1 Frame, Motor No. 2 Air Gap, Motor No. 1 Air Gap, Motor No. 2 Commutator, Motor No. 1 Commutator, Motor No. 2 29.8 34.8 17.3 19.8 41.8 45.8 41.3 45.8 Temperature Rise Above an Air Temperature op 25° Centigrade. Field, Motor No. 1 Field, Motor No. 2 Frame, Motor No. 1 Frame, Motor No. 2 Air Gap, Motor No. 1 Air Gap, Motor No. 2 Commutator, Motor No. 1 Commutator, Motor No. 2 30.2 35.3 17.6 20.1 42.4 46.5 41.9 46.5 SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 113 Table IV. — Air and Motor Temperature in Degrees Centigrade Single- Truck Car, Test No. 3, September 26, 1904. Time. 8.30 A.M. 11.00 A.M. 12.35 P.M. 4.10 P.M. 5.30 P.M. Hours from the Start 0.0 2.5 4.1 7.7 9.0 Temperature Readings by Thermometer. Outside Air Field, Motor No. 1 Field, Motor No. 2 Frame, Motor No. 1 Frame, Motor No. 2 Air Gap, Motor No. 1 Air Gap, Motor No. 2 Commutator, Motor No. 1 Commutator, Motor No. 2 25.0 29.0 30.7 33.7 24.0 36.0 48.0 64.5 24.0 38.0 52.0 69.0 24.0 31.0 37.0 49.2 24.0 31.0 38.5 51.0 23.5 44.0 57.2 73.0 23.5 58.0 78.0 24.0 52.6 59.8 75.5 24.0 57.0 68.0 83.2 32.8 65.5 70.0 50.0 52.0 71.5 77.5 76.0 78.0 Temperature Rise Above the Air Temperature. Field, Motor No. 1 Field, Motor No. 2 Frame, Motor No. 1 Frame, Motor No. 2 Air Gap, Motor No. 1 Air Gap, Motor No. 2 Commutator, Motor No. 1 Commutator, Motor No. 2 —1.0 7.0 17.3 30.8 -1.0 9.0 21.3 85.3 -1.0 2.0 6.3 15.5 -1.0 2.0 7.8 17.3 -1.5 15.0 26.5 39.3 -1.5 27.3 44.3 -1.0 23.6 29.1 41.8 -1.0 28.0 37.3 49.5 32.7 37.2 17.2 19.2 38.7 44.7 43.2 45.2 Temperature Rise Above on Air Temperature of 25° Centigrade. Field, Motor No. 1 Field, Motor No. 2 Frame, Motor No. 1 Frame, Motor No. 2 Air Gap, Motor No. 1 Air Gap, Motor No. 2 Commutator, Motor No. 1 Commutator, Motor No. 2 -1.0 6.9 16.8 29.3 -1.0 8.8 20.7 33.6 -1.0 2.0 6.1 14.8 -1.0 2.0 7.6 16.5 -1.5 14.7 25.7 37.6 -1.5 26.5 42.2 -1.0 22.6 28.2 39.8 -1.0 27.4 36.2 47.1 31.4 35.7 16.5 18.5 37.2 42.9 41.5 43.4 114 ELECTRIC RAILWAY TEST COMMISSION Table V. — Air and Motor Temperature in Degrees Centigrade Single-Truck Car, Test No. 4, October 6, 1904. Time. 10.10 A.M. 1.10 P.M. 2.30 P.M. • 4.15 P.M. 5.40 P.M. Hours from the Start 0.0 3.0 4.3 6.1 7.5 Temperature Readings by Thermometer. Outside Air Field, Motor No. 1 Field, Motor No. 2 Frame, Motor No. 1 Frame, Motor No. 2 Air Gap, Motor No. 1 Air Gap, Motor No. 2 Commutator, Motor No. 1 Commutator, Motor No. 2 14.0 18.5 19.6 17.0 14.0 38.0 42.0 39.0 14.0 34.0 50.0 43.0 13.5 26.0 28.8 32.5 14.0 21.2 27.0 31.5 15.0 42.0 47.1 54.0 15.0 44.0 53.5 51.5 15.0 47.0 52.0 53.2 15.0 50.0 58.0 60.0 17.3 50.0 51.0 32.5 30.0 56.5 59.0 58.5 57.0 Temperature Rise Above the Air Temperature. Field, Motor No. 1 Field, Motor No. 2 I'rame, Motor No. 1 Frame, Motor No. 2 Air Gap, Motor No. 1 Air Gap, Motor No. 2 Commutator, Motor No. 1 Commutator, Motor No. 2 0.0 19.5 22.4 22.0 0.0 15.5 30.4 26.0 -0.5 7.5 9.2 15.5 0.0 2.7 7.4 14.5 1.0 23.5 27.5 37.0 1.0 25.5 33.9 34.5 1.0 28.5 32.4 36.2 1.0 31.5 38.4 43.0 32.7 33.7 15.2 12.7 39.2 41.7 41.2 39.7 Temperature Rise Above an Air Temperature of 25° Centigrade. Field, Motor No. 1 Field, Motor No. 2 Frame, Motor No. 1 Frame, Motor No. 2 Air Gap, Motor No. 1 Air Gap, Motor No. 2 Commutator, Motor No. 1 Commutator, Motor No. 2 0.0 20.1 23.0 22.9 0.0 16.0 31.2 27.0 -0.5 7.8 9.5 16.1 0.0 2.8 7.6 15.1 1.1 24.3 28.2 38.5 1.1 26.4 34.8 35.9 1.1 29.4 33.2 37.6 1.1 32.5 39.4 44.7 34.0 35.0 15.8 13.2 40.7 43.3 42.7 41.2 SERVICE TESTS OF A SINGLE-TRUCK CITY CAR 1X5 Table VI. — Air and Motor Temperature in Degrees Centigrade Single-Truck Car, Test No. 5, Oct. 7, 1904. Time. 8.45 A.M. 9.20 A.M. 11.35 A.M. 1.05 P.M. 2.35 P.M. 4.10 P.M. Hours from the Start .... 0.0 0.6 2.8 4.3 5.8 7.4 Temperature Readings by Thermometer. Outside Air Field, Motor No. 1 Field, Motor Xo. 2 Frame, Motor Xo. 1 Frame, ^lotor Xo. 2 Air Gap, Motor Xo. 1 . . . . Air Gap, Motor Xo. 2. . . . Commutator, Motor Xo. 1 Commutator, Motor Xo. 2 12.0 17.0 19.5 22.5 22.1 14.0 24.0 35.0 42.0 50.0 14.0 25.5 39.5 45.0 47.0 13.5 18.0 32.0 29.0 33.5 11.7 18.1 24.8 31.7 36.0 15.2 29.0 36.5 46.0 55.5 16.0 28.7 38.5 51.0 59.5 15.0 39.5 47.0 58.0 63.0 15.0 38.7 52.0 58.7 64.5 21.8 51.0 54.0 37.5 37.0 59.0 64.8 64.0 68.0 Temperature Rise Abo^^e the Air Temperature. Field, Motor Xo. 1 Field, Motor Xo. 2 Frame, Motor Xo. 1 Frame, Motor Xo. 2 Air Gap, Motor Xo. 1 . . . . Air Gap, Motor Xo. 2 Commutator, Motor Xo. 1 Commutator, Motor Xo. 2 2.0 7.0 15.5 19.5 27.9 2.0 8.5 20.0 22.5 24.9 1.5 1.0 12.5 6.5 11.4 -0.3 1.1 • 5.3 9.2 13.9 3.2 12.0 17.0 23.5 33.4 4.0 11.7 19.0 28.5 37.4 3.0 22.5 27.5 35.5 40.9 3.0 21.7 32.5 36.2 42.4 29.2 32.2 15.7 15.2 37.2 43.0 42.2 46.2 Temperature Rise Above an Air Temperature of 25° Centigrade. Field, Motor Xo. 1 Field, Motor Xo. 2 Frame, Motor Xo. 1 Frame, Motor Xo. 2 Air Gap, Motor Xo. 1 . . . . Air Gap, Motor Xo. 2. . . . Commutator, Motor Xo. 1 Commutator, Motor Xo. 2 2.1 7.3 15.9 19.7 28.3 2.1 8.8 20.6 22.8 25.3 1.6 1.0 12.8 6.6 11.6 -0.3 1.1 5.4 9.3 14.1 3.4 12.5 17.5 23.8 33.9 4.3 12.2 19.5 28.9 38.0 3.2 23.4 28 . 3 36.0 41.6 3.2 22.6 33.4 36.7 43.0 29.6 32.7 15.9 15.4 37.8 43.7 42.9 47.0 CHAPTER III. SERVICE TESTS ON A DOUBLE-TRUCK CITY CAR. Objects of the Tests. The principal object of these tests was to study the general performance of a typical double-truck city car when operated under normal conditions of service in a large city. The car was tested both when the weather was clear and the track dry, and when the weather was bad and the track wet. Consequently, comparative data was obtained of the perforraance of the car when operated under different weather conditions. Synopsis of Results Table VII. — Synopsis of Results. Service Test on Double-Truck City Car. Weather Conditions Total Duration of Test (Hours) Length of Round Trip (Miles) Interval of Round Trip Start to Stop (Minutes) No. of Passengers per round trip (Total) No. of Passengers (Ave.) Ave. Line Pressure (Volts) Ave. Current (Amperes) Ave. Power (for Round Trip) Watts Ave. Length of Run (Feet) Stops per Mile Ave. Interval of Stop (Sec.) Ave. Interval of Run Start to Stop (Sec.) . . . . Ave. Interval of Run Start to Start (Sec.) . . . Schedule Speed (Inc. Stops) M.P.H Average Speed Actual Running Time M.P.H. Ave. Watt-Hours Per Trip Ave. kw. Hours per Car-Mile Ave. Watt-Hours Per Ton-Mile Ave. Watt-Hours Per Passenger (Total) . . . . Temp. Rise of Motors Above an Air Tem- perature of 25° C.^ Test No. 6. Rainy 12. 05 10.53 66.5 141 35 488.4 53.3 26,032 1,264 4.1 8.6 82.2 90.8 9.50 10.47 28,852 2.74 122 203 44.8° C. Test No. 7. Clear 12.20 10.53 67.8 131 32 471.8 53.3 25,147 1,158 4.5 8.6 76.4 85.0 9.32 10.34 28,416 2.70 120 217 60° Test No. 8. Clear 11.45 10.53 69.3 130 32 475.6 53.2 25,292 869 5.9 5.9 59.1 65.0 9.12 10.01 29,212 2.77 123 225 59° Test No. 6, Aug. 18, 1904, Wet Track, Independent Motor-Compressor. Test No. 7, Aug. 24, 1904, Dry Track, Independent Motor-Compressor. Test No. 8, Aug. 29, 1904, Dry Track, Storage Air System. 1 Average of all Motor Temperatures at the end of the run. 116 SERVICE TESTS OF A DOUBLE-TRUCK CITY CAR 117 GENERAL CONDITIONS OF THE TESTS. The service tests upon the double-truck city car were made on the Unes of the St. Louis Transit Company, now the United Railways Company of St. Louis. This company is the largest transit company in St. Louis, and operates over 350 miles of single track on over 175 miles of streets. The company placed every facility at the disposal of the commission during the tests, and endeavored in every way to expedite the work. The tests were not made upon the test tracks on the Exposition Grounds for the reason that the city cars are not adjusted to the standard gage. The test track was also rather short for the size of the car tested, while the condi- tions existing on the city lines were excellent for securing data showing the performance of a car in regular city service. The car selected for test is fully described in Chapter I, It was numbered "2600" and was a new car of the most recent type employed by the St. Louis Transit Company. THE PARK AVENUE LINE. The Park. Avenue line was selected for the tests in preference to other lines of the Transit Company's systems, because its traffic was affected but slightly by the St. Louis Exposition, and it consequently conformed more nearly to ordinary conditions of service. As this line did not run to the Fair Grounds, the excess travel over ordinary conditions was due principally to passengers from and to the Union Depot at 18th Street. The Park Avenue line is a double-track line running from Tower Grove Park to Third Street and Washington Avenue, a total distance of 5.26 miles. At the time the tests were made an average of 50 cars were in daily service upon this route, with a headway of from one to one and one-half minutes. A map of the route giving the location of the principal streets, is shown m Fig. 42. The track gage on the hnes of the Transit Company is 4 ft. 10 in., instead of the standard gage, 4 ft. 8i in. This track gage 118 ELECTRIC RAILWAY TEST COMMISSION )^ h uJ > < < »J J ^THURMAH BLVO >c r L === < o AVE. _ 1 — 1 Q 5 Grahd= ,, 0/ h ^ Id r I i. Peed 10 800 '9''. y A y / / "^ ..^ _ / A r ^f <- / f r <* ^ i {/ / / \- / / / / / / } f J f / / / / / 0. I '/ s s S (^ 100 60 90 46 80 40 7,0 36 40 20 30 15 20 10 10 5 Amperes 20 Fig. 43.— Curves Showing the General Performance of General Electric Co. No. 54 motor. in parallel with the feeders from the central station supplying the Washington Avenue section. Motive Power Equipment. The motive power equipment of this car has already been described in a general way in Chapter I. As the service capac- ity of the motors has an important bearing upon the tests described in the present chapter, their characteristics in opera- tion are here briefly discussed. The performance of these motors with a gear ratio of 14 to 67 is shown in Fig. 43. The curves are drawn from data furnished SERVICE TESTS OF A DOUBLE-TRUCK CITY CAR 121 122 ELECTRIC RAILWAY TEST COMMISSION by the manufacturer, and show the speed, tractive effort, and brake horse power which the motors develop when taking from 10 to 80 amperes, and with a pressure of 500 volts at their ter- minals. The curves also show the total electrical power input and efficiency of the motors under the same loads. The manufacturers give the rating of these motors at 25 horse power with 45 amperes input and 500 volts at the motor termi- nals. This output is based upon the standard rating of the American Institute of Electrical Engineers. Its rules state that the commercial rating of a railway motor shall be the horse- power output developed in a stand test producing 75° C. rise of temperature above an air temperature of 25° C, after one hour's continuous run at 500 volts terminal pressure, with the motor covers removed. General Description of the Tests. Service tests were made on this car on August 18th, August 24th, and August 29th, 1904. While the car was operated on the same schedule and over the same line in all three service tests, the conditions were somewhat different in each. Test No. 6. — Upon Avigust 18th the car was operated with the individual motor-compressor system of air braking. The day proved to be rainy with an accompanying wet track and muddy street. Consecj^uently, it was deemed advisable to make an- other series of runs upon a day when the weather conditions would permit of a more representative test from the standpoint of average operating conditions. Test No. 7. — The service tests of August 24tli were made under conditions of a clear day and a dry track. A comparison of the results of this test with test No. 6 shows m^any interest- ing features relating to the service conditions under differing weather conditions. Test No. 8. — On August 29th the storage system of air .brak- ing was used. The day was clear, and the track dry. From the standpoint of service tests. Test No. 8 is similar to Test No. 6. SERVICE TESTS OF A DOUBLE-TRUCK CITY CAR 123 In making the car tests upon August 18th, 24th, and 29th, the object was not only to investigate service conditions, but also to study braking conditions. Braking tests under similar condi- tions, using an individual motor-compressor, were obtained both on a dry track on a clear day, and on a wet track on a rainy day, the data being recorded as a part of the general tests of August 18th and 24th. By the tests of August 24th and 29th a comparison is also afforded of air braking where an individual motor-compressor system is employed as against the storage system of air braking. Part IV of this report contains the results and deductions re- lating to the braking data obtained in these and other tests upon the braking of electric cars. Tests Nos. 6, 7, and 8 were made while the car was running in ordinary service, four of the seats being given up to the accomo- dation of the test corps and the necessary instruments. The schedule of the car under test was as follows : Running Schedule of Car 2600 in the Service Tests conducted on the Park Avenue Line, August ISth, 2Ath, and 29th, 1904. Tower Grove Loop. Park and Vandeventer. Third and Washington. 6.31 A.M. 7.00 A.M. 7.38 A.M. 7.42 8.14 8.50 8.56 9.24 10.02 10.06 10.36 11.09 11.15 11.42 12.15 P.M. 12.21 P.M. 12.48 P.M. 1.21 1.27 1.54 2.27 2.33 3.00 3.33 3.39 4.06 4.44 4.50 5.18 5.56 6-02 6.30 ORIGINAL MEASUREMENTS. For the purpose of making the measurements necessary for determining the car performance, the electrical input, and the motor heating, the following groups of measurements were made : 124 ELECTRIC RAILWAY TEST COMMISSION Electrical Measurements. These included readings of line pressure at five-second inter- vals throughout the test and the car current as recorded, by a general electric recording ammeter. The following table gives in compact form the details of the electrical measurements : Quantity Measured. Instruments Employed. Method of Making Mea- surements. Line Pressure Weston Indicating Voltmeter. G. E. Recording Am- meter. Weston Milli-voltmeter with shunt. Weston Ammeter and Milli-voltmeter. Readings taken every 5 seconds. Continuous record for Total Current Total Current entire tests. Read occasionally to check recording am- meter. Resistance measured pe- riodically and rise in temperature deduced therefrom. Motor Armature resist- ances. Speed and Distance Records. These included a graphical speed record on the Boyer re- corder ; frequent and regular readings of speed by means of a magneto-generator driven by the car axle; readings of the time and duration of each stop, of the time and duration of each run, and of the time of passing the farther crossings of the street intersections. Temperature Measurements. These included the determination of the electrical resistance of the motor armatures at reasonably frequent intervals; and readings of the air temperature. Thermometer readings of motor temperatures were also taken. Sundry Measurements. Other data recorded cover the number of passengers carried at any time, and the weather and track conditions. In addition to these measurements all quantities relating to the braking equipment were carefully measured, and the results of this work will be found in Part IV. SERVICE TESTS OF A DOUBLE-TRUCK CITY CAR 125 Diagram of Connections. The general arrangement of instruments and a diagram of the connections for the service tests are given in Fig. 44. The in- struments used were similar to those already described in Chap- ter II, and the general method of conducting the tests was also similar to that outlined in Chapter 11. Data Sheets. In collecting the original data a blank form was used somewhat similar to that shown in Fig. 118. Each observer recorded his observations on forms of this kind, and which were collected together from time to time during the tests. The forms were later bound together, and arranged in book form. Weight of Equipment. The weight of the car equipped, but without load, was 20 tons or 40,000 lbs. . In addition to this the instrument equipment weighed 300 lbs., and there was an average number of eight observers. The total weight of the car with test equipment and observers (the latter estimated at 150 lbs. each) was 41,500 lbs. The average passenger load during the tests was 21, making a weight of 3,150 lbs. The total average weight was therefore : Car equipped for regular sendee 40,000 lbs. Motorman and conductor 300 lbs. Test corps 1,200 lbs. Instruments 300 lbs. Average passenger load 3,150 lbs. Total 44,950 lbs. or practically 22J tons. WORKING UP THE RESULTS. The results of the tests have been briefly set forth in the synopsis. The arrangement of the apparatus, the diagram of connections, the instruments used, and the data taken have been discussed above. The methods used in working up the results will now be considered. As in the service tests on the single-truck city car, it was not only important to take certain data simultaneously, but it 126 ELECTRIC RAILWAY TEST COMMISSION was also necessary that these data be taken at certain time intervals, and that the time of the start and stop of the .car should be accurately known with respect to these time inter- vals. It was only by proceeding in this way that the exact relation of all data could be obtained. In working up the data each test was divided into a number of round trips, over the Park Avenue line, with the Tower Grove Park loop as the starting point. These round trips were num- bered consecutively, and the times of leaving and arriving at the BeLL CoNTR OLLER To Motors ^D Starting /Prj. Marker [^Lightning ArrcstcH Storage Batteky RE-s/sTAivce rA/W\AA/ A/.V. Switch C^oNTACT Points '^"^ USEO For Gctting Resistance" Between Commutator Seg/^ents Fig. 44-. — Diagyam of Connections, Service Tests of Double-Tfucft City Car. Tower Grove Park loop were accurately obtained. The dis- tance traversed in each of these round trips was 10.53 miles, and each test included an average of 10 of these trips. The time required for the round trip in each case was obtained from the start and stop data, as was also the time of lay- over at the Tower Grove Park loop. According to the estab- lished schedule upon which the car was operated, a lay-over of four minutes was fixed for certain trips of the day's run. This lay-over permitted of the reestabhshment of the schedule in case of blockades and other delays which arise under ordinary SERVICE TESTS OF A DOUBLE-TRUCK CITY CAR 127 conditions of service, and of the taking of temperature readings at intervals throughout the tests. The Hne pressure readings, which were taken every five sec- onds, were averaged for each round trip. The average current for each round trip was obtained by integrating the current curves for a particular trip. In obtaining both the average volts and the average amperes, the total time from start to stop of a round trip was considered in each case. The average power was obtained by multiplying together the average line pressure and the average current for a given trip. Here also the average has been taken for the total period of time of a given trip from the start to the stop at the Tower Grove Park loop. In a similar manner, the energ}^ for a roimd trip in kilowatt hours has been obtained by multiplying together the average watts by the total time in hours elapsing from the start to the stop of a roimd trip. A careful record was made throughout the test of the actual number of passengers getting on and off of the car at each stop. These data permitted of obtaining the total number of passen- gers carried for each round trip, as well as the average number of passengers per trip. The energy per car-mile in kilowatt hours was obtained by dividing the total energy in kilowatt hours per roimd trip by 10.53, which is the actual length of a roimd trip in miles. The energ}^ per ton mile in kilowatt-hours was obtained by dividing the energy per car-mile by the total weight of the car, including the observers and the average number of passengers for the trip. The total weight was approximately 22J tons, as previously stated. The energy required per round trip per pas- senger carried was obtained by dividing the total energy taken in a round trip in watt-hours by the total number of passengers and observers carried during the trip. The average length of run in feet from start to stop was ob- tained for each trip by dividing the total distance traversed by the number of stops, these data having been carefully recorded in each case. The average interval of run from start to stop, 128 ELECTRIC RAILWAY TEST COMMISSION was obtained by dividing the actual running time of a round trip by the total number of stops for the trip. The stops per mile were obtained for each trip by dividing the total number of stops by 10.53, which was the total distance in miles. The aver- age interval of stop in seconds was obtained by dividing the total number of seconds for stops during the round trip by the num- ber of stops. The schedule speed in miles per hour was calcu- lated by dividing the total distance traversed in miles for a round trip by the actual time in hours elapsing from the start to the stop for each trip. The average running speed (not including stops) in miles per horn: was obtained by dividing the total length of a round trip in miles by the actual running time (deducting all stops) for the given round trip. As previously stated, temperature measurements were made at intervals throughout the day. These measurements consisted of readings of the resistances of the armatures of each of the four motors by the "fall of potential" method. This consisted essen- tially in sending a known current through the armature of the motor by means of a storage battery, the trolley circuit being cut off during the time the measurements were taken. The pressure drop across the commutator bars was read on a milli- voltmeter, the current in the armature being recorded at the same time. Measurements of this kind were taken each day before the car left the barns, and at the close of the test, as well as at intervals throughout the tests. The temperature of the outside air was also recorded when- ever armature resistance measurements were made. From these data the resistances of the armatures were computed, and the rise in temperature at a given time of the day was deter- mined. The final average rise of temperature for the four arma- tures at the close of each test was computed in accordance with the rules of the American Institute of Electrical Engineers, and is recorded on the log sheet accompanying the detailed data of each test. SERVICE TESTS OF A DOUBLE-TRUCK CITY CAR 129 Results of the Tests. Some of the more important numerical results of the various service tests made of the double-truck city car are shown in tabular form in the synopsis at the beginning of the chapter. It has been found impossible to represent the results of all the tests graphically. The more detailed data for each of these ser- vice runs are here sho^m in tables, which are supplemented by log sheets similar to those accompanying the gr^^phical repre- sentations of the results of the service tests of the single-truck city car given in Chapter II. In these tables will be found the detailed data for each trip of the various tests. The average data for the day, together with other general items showing the conditions under which a test was run, will be foimd in the log sheets accompanying the tables. THE GRAPHICAL LOG. While it has not been considered possible to represent graphi- cally the results of the various service tests made upon the double-truck city car, it has been thought desirable to show in this manner the results of a single trip which has been taken as typical of the conditions existing throughout the entire series of runs. The trip chosen for this purpose (which was selected more or less at random) is one-half of trip No. 7 of August 24th, and it covers the distance from the Third Street loop in the center of the city of St. Louis, to the Tower Grove Park loop at the end of the Park Avenue line. Time has been taken as a base in making up this graphical log. The profile is consequently not shown at this point, but will be found in Part IV, where the braking results of these tests are graphically shown on a distance base. The Speed Curve. In taking the original data a Boyer railway speed recorder was employed for speed measurements. In addition to this a small magneto-generator was driven by the car axle, and the pressure generated was read by means of a milli-voltmeter. The 130 ELECTRIC RAILWAY TEST COMMISSIOM Boyer railway speed recorder gave a record of the speed on a distance base. The pressure readings of the magneto-generator were taken at the stroke of the five-second bell, and therefore would give the speed on a time base. In addition to these speed data, the actual time of passing the farther crossings of the street intersections was accurately recorded. In working up the results it was found that no dependence could be placed upon the data obtained from the magneto-gen- erator. This was due to the particular apparatus used, and not to this general method of obtaining speed data. The service tests upon the double-truck city car were the first tests of this nature undertaken by the Commission, and the magneto- generator used in these tests was in later tests replaced by an "Apple" generator, which gave very satisfactory results. Because of the fact that the data obtained from the magneto- generator could not be depended upon, it was necessary to fall back on the Boyer railway speed recorder and the data showing the time of passing the farther crossings of the street intersec- tions, for speed measurements. The Boyer railway speed re- corder was calibrated in position by jacking up the car with the truck in position, and rvmning the wheels at different speeds, simultaneous readings being taken of the revolutions of the wheels, and of the indicating gage of the recorder. At the same time a record was taken on the tape of the recording instrument. In working up the speed curve the Boyer rec- ord was plotted to a larger scale and integrated between street intersections. The average speed thus obtained was checked by the distance traversed, and by the elapsed time, as shown by the other data. After having made certain that the distance-speed curve was correct, it became necessary to change this over to a time-speed curve. This was done by first laying off on a time base the ac- tual time at which the car passed the farther crossings of street intersections, and also the actual time of start and stop where stops were made. The various loops of the distance-speed curve were then divided into a number of sections, and these sections 3:30 (To face page 130) Time 3.00 p.m. 3:02 3:04 a-06 ^08 GMO a;12 ^il4 - ,I''lG. 10— Graphical Log ut Oile-Uall Trip c 3;i6 I Park Avo. Line. St. 3.-18 3:20 3:22 3:24 3:26 3:28 3:30 SERVICE TESTS OF A DOUBlE-TnUCK CITY CAR 131 were each integrated independently and the average speed ob- tained for each section. As the base of the loop up to the ordi- nate considered, showed the distance traversed to this point, this distance was obtained and was divided by the average speed. This gave the time which had elapsed up to the point con- sidered. This period of time was laid off on the time-speed curve, and the average speed for the period was assumed to occur at one-half the elapsed time. This speed value was then plotted on the time-speed curve. By proceeding in this man- ner, step by step, the various points on the time-speed curve were obtained from the distance-speed curve. Where the curve was not shown sufficiently in this way, additional data were obtained to show intermediate points. The time-speed curve was then plotted. The Pressure Curve. The pressure curve was obtained by plotting the five-second readings for the entire run, and straight lines were drawn be- tween the consecutive points. The Current Curve. The current curve was replotted directly from the current record produced by the recording ammeter, which record was already on a time base. The Power Curve. The power curve was obtained by multiplying together the instantaneous values of the line pressure and the current as shown by the recording ammeter, for each five-second interval throughout the run. These points were plotted, and the inter- mediate points filled in according to the general shape of the current curve, due consideration being given to any variations in pressure during the interval. The Distance Curve. The distance curve was obtained directly from the data show- ing the time of passing the farther crossings of the street inter- sections. Where a stop was made, the time of stop is shown by a line parallel to the base on the distance curve. 132 ELECTRIC RAILWAY TEST COMMISSION The Energy Curve. The curve showing the total energy consumed up to a certain point on the trip was obtained by integrating the ammeter curve up to this point, and multiplying the ampere-hours thus ob' tained by the average pressure up to the point considered. Where a stop occurs, the energy curve shows a line parallel to the base for the time of stop. No attempt was made to show the instantaneous variations in the form of the energy curve between the street intersections. The increase in energy taken is shown by a straight line from one street to the next in each case. This graphical log is shown opposite page 138 and is Plate I, Fig. 45. The general log for this particular run is given in con- siderable detail. This general log shows the general conditions under which this particular run was made, in a manner similar to the explanatory logs accompanying the tabulated general results of the various tests. In this log, for a specific run will be foimd additional data concerning maximum values of speed, current, and power. In order to show the relations of the maximum values of speed, current, and power to the average values, the following plan was employed. From the time-speed, time-current, and time- power curves, the maximimi values of all loops were obtained, and these were averaged. This gave the average maximum values of the various quantities. Finally, the highest value which each of these attained during the tests was obtained in order to indicate the extreme maximimi values and their relations to the average maximimi values. GENERAL LOG SHEET OF TEST NO. 6. (Independent Motor-Compressor Air Brake System.) Date, Thursday, August 18th, 1904 ; Place, St. Louis, Mo.; Route, Park Avenue line of St. Louis Transit Company, running from Tower Grove Park to Third Street and Washington Avenue ; Weather, unsettled, rainfall of 0.16 inch between 6.27 A.M. and 6.20 p.m. The average air temperature during the run was 22.6° C. or 72.7° F. Condition of track, dry at first but SERVICE TESTS OF A DOUBLE-TRUCK CITY CAR 133 wet during the greater part of the test. Test started, 7.02 a.m. Test stopped, 7.05 p.m. Total duration of test, 12.05 hours. Average Data for Day. Passengers. — Total number of passengers per round trip, 141 ; average number of passengers on car, 35. Pressure Measurements. — Line pressure, 488.4 volts. Distance Measurements. — Length of a round trip, 55,600 ft. or 10.53 miles; stops per mile, 4.1; stops per round trip, 43; length of a single run (start to stop), 1264 ft. Time Measurements. — Interval of round trip (start to stop), 66.5 minutes; interval of lay-over at the Tower Grove Park loop, 2.0 minutes; interval for total stops for trip, 6.2 minutes; run- ning time for trip, 60.3 minutes; interval of round trip (start to start), 68.5 minutes; interval of a single run (start to stop), 82.2 seconds; interval of stop, 8.6 seconds; interval of a single run (start to start) 90.8 seconds; interval of a run (start to start and including all stops for temperature readings and lay-over at the Tower Grove Park loop), 93.4 seconds. Speed Measurements. — Average speed (actual running time), 10.47 miles per hour; schedule speed (including stops during trip), 9.50 miles per hour. Current Measurements. — Average current (for roimd trip), 53.3 amperes; average current (actual running time), 58.8 am- peres; average current for the day, 51.7 amperes. Power Measurements. — Average power (for round trip), 26,032 watts; average power (actual running time), 28,708 watts; average power for the day, 25,272 watts. Energy Measurements. — Average energy per round trip, 28,852 watt-hours; average energy per run (start to stop), 656 watt-hours; average energy per car-mile, 2740 watt-hours ; aver- age energy per ton-mile, 122 watt-hours ; average energy per passenger carried (total for trip), 203 watt-hours. Temperature Measurements. — (Degrees centigrade), (Con- ditions at the end of the run), temperature of outside air, 23.5°; average temperature of motor armatures, 68.0° ; average tem- perature rise above an air temperature of 25.° C, 44.8°, 134 ELECTRIC RAILWAY TEST COMMISSION ' Pi, O 05 oc CD O C^ .o O CO iOOOO»005l>05l>0 CD »0 CO • • 1— I (N 00 -^ rvT'* <^ '^ ^ O CD O CO OOiO^Oi— It-hO^'^ . . lO rt* '^i CO CO -00 00 TtH -"f • i— ' • lO »-i ^ IT. CO (M CO 00 • Oi o CO 00 00(M CO • • CO 00 c^ 05 <-. 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'-' CD to ^"t'r <^ (M I> OOTt^ TJH CO 00 toc^oocDcoixM;* . -ooco-^co -t- 00 »o 1-H • T-H • 12 '-' 00 '^ ^-^to (M O - § O (N O t^ coco 0^*0 . . to i> 00 to ^^co too OO'* tOrt^ to O (-1 .2H <1 H-3 > 3 O P^ H 03 O CO CO W dJ en ^, , . . bC bC 03 p '^. t» CO fn fH (U O hH o3 o3 Oj CL "^ W bC bC bC o3 ^1 Ul tH f-^ 0) OJ OJ j< 05 CO 00 00 CO o . bC 02 t3 02w o o (N 00 1^ o bC© o d o - ^ • > <1 ^ o3 D,HH O 0^ ^ a o3 D4 O O 02 CO CD ft o 02 . 02 bC q;!^ >02 ■e '^ ^5 '^ S 73 02W. Ph SERVICE TESTS OF A DOUBLE-TRUCK CITY CAR 135 GENERAL LOG SHEET OF TEST NO. 7. (Air Brake System with Independent Motor-Compressor.) Date, Wednesday, August 24th, 1904; Place, St. Louis, Mo.; Route, Park Avenue line of St. Louis Transit Company, running from Tower Grove Park to Third Street and Washington Avenue ; Weather, clear, no rain. The average air tempera- ture for the day was 27.5° C. or 8L5° F. Condition of track, dry and clean. Test started, 6.59 a.m. Test stopped, 7.11 p.m. Total duration of test, 12.2 hours. Average Data for Day. Passengers Carried. — Total number per round trip, 131; average number on car, 32. Pressure Measurements. — Line pressure, 471.8 volts. Distance Measurements. — Length of a round trip, 55,600 ft. or 10.53 miles; stops per mile, 4.5; stops per round trip, 47; length of a single run (start to stop), 1158 ft. Time Measurements. — Interval of round trip (start to stop), 67.8 minutes; interval of lay-over at the Tower Grove Park loop, 2.8 minutes; interval for total stops for trip, 6.7 minutes; running time for trip, 61.1 minutes; interval of round trip (start to start), 70.6 minutes; interval of run (start to stop), 76.4 sec- onds; interval of stop, 8.6 seconds; interval of a single run (start to start), 85.0 seconds; interval of run (start to start, and including all stops for temperature readings and lay-over at Tower Grove Park loop), 88.3 seconds. Speed Measurements. — Average speed (actual running time), 10.34 miles per hour; schedule speed (including stops during trip), 9.32 miles per hour. Current Measurements. — Average current for round trip, 53.3 amperes; average current (actual running time), 59.1 amperes; average current for the day, 51.2 amperes. Power Measurements. — Average power (for round trip), 25,147 watts; average power (actual running time), 27,883 watts; average power for the day, 24,156 watts. Energy Measurements. — Average energy per round trip 136 ELECTRIC RAILWAY TEST COMMISSION fin ■•s> e I: o 05 :^ MO CO X i-i-^OOt-(OiC»O0300C00500C0i010»0c0O T-H I> • • lO CO GO CO 1> • »0 lO • • • -IOCS 00 '^ rn"<35 (N (N _roo 05 1— I '"' 00 05 ■^ lO T-H (N O (N O »0 CO tH tH 1> ■* (N OOO O CO i-H lO MTti »01> • -lOOOiCOOS -(MOi • • • -OSCO O '^, V* /« iOiO C^ • • O CO (N 1-1 Ol -^ 1> ■^ ^ CO 1— i ^'~<=^^ 00 Oi 00 CO ^:co OiCOiOiOCOOiOOCOCOOOOOO>OiCiO coco • • lO CO (TQ CO CO -COCO • • • -oo •• OOt^Oi -i-H -OOC^IOCOOLOCO • ■ '^^ CO lo fo"^ c o --I 1(M (MOTtHO>00>OOil>CO(N020(MOCOt^>000 J> fin' CO O (M (M (M CO • 1-1 CO • • • -O o th oa • 1— I • 00 (M o o i> ^ 00 • • J> lO ^"-oo (N T-H _rco J> oi o Tt^ CO CO v0»OCOtOOOCOiOCOTjHCOCOO>0 ^ CO • -lOT^OiC^t^ • O (N • • • -(NO *• l> 00 Ol • • O CO '^ 00 lO CO I> • • '-' t^ lo ,. -^00 O'0u0Oi0^'*i— icoi>oco^cocoiooo ^CO • -tOCOfMCOOl ••^O • • • -^Tti rHOi-^ -1-1 -OilMfMOSt^rtiOO • • COiOf^'O (M (M _ri> 00 Oi o V (M T)H CO ic o cq 1-1 ^coo5(Moioocoo>o (3,1:0 • • CO 00 T-H CO CO • Tfi CJi • • • • CM O eo»OOi -1-1 -l^CMCMOcOrtHCO • • 00 10 rrrl> CM r-< ^"OC 00 O 1— I '^ CM 0lO'^i0i-iOO"^i0TtH>.>OCMCMC0U0CM»OO 10 l> • • 10 O 1— I CO 05 • '^ ^ • • • • O J> ■■ COCOiO -CM •O'— lOlOi— 1^1— I • • <^ t^ »0 .-Ti-H CM CO CO 1> 1-1 05 O TtH ^CO 1-1 y-i Oii-*OOI>OiOOOOOiCMTti -^ I> • ■ O CM O CO CO -co " 05 10 10 • rH • CO CM 00 T:t< Ttt —-to CM O -* gCM 1-H C000iO>Ol>CiOCMOi^cOO5 coco • -lOCOCOCMCM -t^ * • CO CO 00 • 1—1 • Oi 1— I »>• t^ ^ —"CO Cq 05 :.a . o . o ^^ _^-^^^oo OJ c3 -^^ -tf H<1 o3 b _ _ :w 02 M ^ o ;;* o ^> bcfajobO.5^ 5^ >►. >. >.^ ^ ^ «+-( b o o ^ c rt ., r V^ TO 03 TO QL-J-: -^-^ bC bC bC «-*^ c3 > >; > fl,^.=3 1:3 fl Pi > > > ^^ o o O CJ o w B X ^■^ Mi- 0) g^oj OJ 0) o t-l Si o !-i Si o o o a o 03 si PL, o o m CO SERVICE TESTS OF A DOUBLE-TRUCK CITY CAR 137 28,416 watt-hours; average energy per run (start to stop), 592 watt-hours; average energy per car-mile, 2698 watt-hours; average energy per ton-rnile, 120 watt-hours; average energy per passenger carried (total for trip), 217 watt-hours. GENERAL LOG SHEET OF TEST NO. 8. (Air Brake System Employing Storage Air.) Date, Monday, August 29th, 1904 ; Place, St. Louis, Mo.; Route, Park Avenue line of St. Louis Transit Company, running from Tower Grove Park to Third Street and Washington Avenue; Weather, clear, no rain. The average air tempera- ture for the day was, 25.5° C. or 77.8° F. Condition of track, dry and clean. Test started, 7.38 a.m. Test stopped, 7.05 p.m. Total duration of test, 11.45 hours. Average Data for Day. Passengers Carried. — Total number per round trip, 130; average number on car, 32. Pressure Measurements. — Line pressure, 475.6 volts. Distance Measurements. — Length of a round trip, 55,600 ft. or 10.53 miles; stops per mile, 5.9; stops per round trip, 63; length of a single nm (start to stop), 869 ft. Time Measurements. — Interval of round trip (start to stop), 69.3 minutes; interval of lay-over at Tower Grove Park loop 2.0 minutes; interval of total stops for round trip 6.2 minutes; rimning time for trip, 63.1 minutes; interval of round trip (start to start), 71.3 minutes; interval of a single run (start to stop), 59.1 seconds; interval of stop, 5.9 seconds; interval of a single run (start to start), 65.0 seconds; interval of run (start to start, and including all stops for temperature readings and lay-over at the Tower Grove Park loop), 66.8 seconds. Speed Measurements. — Average speed (actual running time), 10.01 miles per hour; schedule speed (including stops during run), 9.12 miles per hour. Current Measurements. — Average current for round trip, 53.2 138 ELECTRIC RAILWAY TEST COMMISSION CO • o 0:1 00 o* ft^ X 05 sK 10 GO • CO • pu 10 l> »0-<*0>0(NOOCDOOtO<:0>Ot>.CO(MT-it^ • -OOOt^i— ICO • ^ 1> • • • -COO •^ CO Oi • • rt^ CO Oi 10 -H 10 CO • • O M^ ,-'* (NO COl-^ 05 O 10 j:;^ CM rH T-H .rtl t^COO^i-lOlOCOOt-lr^^COOI^COOCIXM a^ lOI> CO -OOrHCfOTtH -(MCO • • • -COi-H 00^'Ji' .v; TfioTi -r-i -oiCMt^ooi— icoco • • P^ ^ "v Tji "CO (NO to CO ao G> 00 C. c0i0(X)(NOi0Oi0c01r^Thi(N000irHTtiCi05 • ^ coco 1> •C0c3>(N(N>0 -(Ni— I • • • -lOO ^SAi ^* Ttlr-^Tt^•l-H •CO(NOI>T-iiO-<*i-. t^ . (N Tti »0 rco (N T-H _:0 1> Oi O P-t ^ (N I— I '"' ,-( CO O (30 (X) O O CO O O lO 01 O Gl 00 00 O 05 "^ i-H (N CO •CO ■^t> !> -(NiOiO,— il> ■,— It— I . . • •,— lOi g" ^• TJ^cOOi• •CiiO0C(N00COt^-- . '-' CM ^ _rOO (N T-H CO CO 00 00 CO '^. (N 1-1 00(N(N(N(NOOCO(NaOOO(N(N»OOii-iiO(NCO rH O rH OD • O O (N CO (N -COCO (N Tti O Oi • i-i • 10 (N 1> rH (X) t^ -Tt- O • O _rrtH CO TH rH ^ T-H rH J^^CO ^ ^ T-H OiOOkOOOLOCOCOr^^iOrrCOOC7iCOC01> •1-H't-hO • -OCNOCOCX) -0000 • • • •!> • ^^^Ct-Hi0C0OO(N0000»OC0(N00i-HrHrHi000 O 1— I CO • • »0 CO oi o (N (N _rco 1> T-H '"* (N • 10 (N ^. OD COi— iOi-hCOOIOcO(Nk:)COOCOC001>I>'-hiO 01> iO -OOrHtOOO -COtH • • • -Oil— I " TtiCOrf -(N •C0t-hO'-hO>0(X) • • 2 ^ irTO 00 O '^ - ^ CO T-H T-H 00 (N rH O O 00 O 10 CO O O CO CO 00 rti CO rH T-H CO CO CO 10 I> t^ • 00 (N rH rH Oi • ir^ tH • • • • IC CM rtiCOCM -T-H -rH -(XjOIOCOiO • • 10 >r^'-^ CM CO CM CO CO 00 Oi ^CO ^ 00 a p. 'Eh o o w O CU O § ^^ ^f tc t_j O r-r Ci ^-^ o ^ m o3 q o O o ok^^-*^ ^v ' i—^ (^ ci ci (D , • If c5 ^ +^ -1-^ C3^ ;h CD QJ q; fL, G bC bJ3 oj _0 ry5 +2 a oj P o o a X ^^ <^ fli q; o) 3; F X fcc bc bc ;>>, ^>> > O c3 d d bc'S 'o '^JO ^ h ?^ 5^ ?^ s a ©5-1- u u u^ j o q; I 4 ->*/ / y 120 v i / y y \ 1 / y ^ ^ X 100 ! V / y y y y & \ / ^ f x" 80 \ ^^ ^ y .*^ p ■^ A ^ > y 60 /* i X ?< -^ -i£ ed A V '/■ X "~ — 40 fA u / y >y y 80 / y". ^y / /^ / 4 1^ 8 4 c K) "•8 "1 [)0 1 20 "i- 10 v! 50" 1 30 Fig. 47. — General Performance Curves of Westinghouse No. 8 Motors. city of the motors has a very important bearing upon the test considered in the present chapter, their characteristic features of operation are here briefly discussed. The general performance of the Westinghouse No. 85 motors with a gear ratio of 27 to 47, is shown in Fig. 47. The curves are taken from data furnished by the manufacturers and show the speed, tractive effort, and brake horse power with current at SERVICE TESTS OF AN INTERURBAN CAR 151 from 30 amperes to 240 amperes at 500 volts. The total elec- trical power input and the efficiency are also shown. The manufacturers make the following statements regarding the service capacity of these motors : " The motor has a continuous capacity of 60 amperes at 300 volts or of 55 amperes at 400 volts. Under the usual condition of railway service, it will carry any load within the range shown on the performance curves, provided the integrated heating effect does not exceed that caused by the continuous application of either of these currents at the corresponding potential. *' With a load of 60 amperes at 300 volts or 55 amperes at 400 volts carried continuously during a shop test, the rise in tempera- ture of the motor windings, as measured by thermometer after ten or twelve hours, or after a constant temperature has been reached, will not exceed 75° C. With equivalent load under a moving car the temperature rise should not exceed 55 C. " Heavier loads may be carried for shorter periods as indicated by the time temperature curve. If, for example, the motor has been working at a load equivalent to 60 amperes at 300 volts, and has reached a temperature of 75° C, it may then, as shown by the curve, carry a load equivalent to the 72 amperes at 300 volts for IJ hours, with additional rise in temperature not ex- ceeding 20° C." TOTAL WEIGHT OF CAR ^^284." The weight of the car equipped and ready for service was 74,530 lbs., as stated in Chapter I. The car had a seating capac- ity of 48 passengers, and it was estimated that 30 passengers would be an average load, exclusive of motorman and conductor. The total passenger load on the basis of 150 lbs. for each person would then be 4500 lbs. As there was an average of 10 observers on the car throughout the tests, a dead load of 3000 lbs. was carried to compensate for the weight of 20 additional passengers. The main dead load consisted of a number of l^ags of sand, which were placed under the seats of the car. The weight of instru- ineiits and other appliances amounted to another 450 lbs, Th^ 152 ELECTRIC RAILWAY TEST COMMISSION total load, under the conditions of test, may be summed up as follows : Weight of car equipped and ready for service .... 74,530 lbs. Weight of total dead load 3,000 lbs. Weight of total live load (including motorman and conductor) 1,800 lbs. Total weight 79,330 lbs. This total weight is approximately 39| tons. THE TRAIL CAR. Car "284'^ was still further loaded by car "302" being used as a trailer to it in Test No. 3. This car was one of the standard interurban trailers used by the Indiana Union Traction Com- pany, and its general construction was somewhat similar to that of car "284," excepting that it had no vestibules and was con- siderably lighter. The total weight of the trailer car "302," equipped and ready for service, was 39,000 lbs. The seating capacity of this car was 50 passengers, and a load equivalent to 40 passengers at 150 lbs. each was placed on the car. This load consisted of a number of bags of sand placed under the seats, and weighing 6,000 lbs. The total weight of car "302" was, therefore, 45,000 lbs. or 22 J tons. General Description of the Tests. The four service tests on this car were made on Thursday, February 2d, Friday, February 3d, and Saturday, February 4th, 1905, two tests being made upon the latter day. While the car was operated on the same general schedule and over the same line in all four runs, the conditions were somewhat different. All four tests were made upon the line between Muncie and Indianapolis, a distance of 56.55 miles. The car barns and shops are at Anderson, which is between Indianapolis and Mun- cie, and 18.8 miles from the latter city. The schedule time be- tween Muncie and Indianapolis for the limited cars is 2 hours and 5 minutes going to Indianapolis, and 2 hours and 10 minutes returning to Muncie. The round trip, therefore, consumes 4 SERVICE TESTS OF AN INTERURBAN CAR 153 hours and 10 minutes, in addition to the lay-over at Indianapohs. The running time of trains on the division at the time the tests were made, is shown in Table XII. The company operates what are termed first-class or limited cars, and second-class or local cars. The limited cars make stops only at the various towns along the right-of-way and carry no baggage, while the local cars make additional stops at the road intersections and carry baggage. The schedule time of the local cars between Muncie and Indianapolis is 2 hours and 20 minutes, which is 15 minutes longer than the time of the limited cars. A^Hiile the tests made with car "284" were run on the same schedule as that of any one of the regular limited cars, it was necessary to so arrange the schedule as not to interfere with the regular passenger service. It was considered advisable to load the car with a dead weight rather than attempt to substitute it in place of one of the regular limited cars carrying a passenger load. The car consequently ran between cars operated on the regular schedule, and the running time, relative to the regular cars, was so adjusted as to give, as far as possible, a good average line pressure thi'oughout each run. WEATHER CONDITIONS. In the consideration of service tests on interurban cars, it is important to know the general weather conditions at the time of the tests. Not only should the condition of track be noted, but the direction and velocity of the wind and the temperature of the air should also be recorded, as these have an important bearing upon the power consumption and the heating of the motors. On all three days, February 2d, 3d, and 4th, the weather was clear and cold, and the track was in good condition and free from snow. The direction and velocity of the wind and the temperature of the air are given at hourly intervals for each of these tests in Table XIII. Test No. 9. — This was the first of the service tests on car "284," and must be considered more or less as a preliminary rim, since four of the axle journals became overheated, even though 154 ELECTRIC RAILWAY TEST COMMISSION 5S5 I o •I f X p § C^_ CO ^_ ^. lO T^_ (N (N CO ■Tt^ Tt^ (N . • ^ ^ ^ r^' ^' (N (N C0 >0 lO (N 00 00 (N Oi lO g -^^ lO O O T^, CO •^^ -^. f^ O O '^ P^-CDC01>l>l>l>l>t>l>000000 g (N CO Tt^ »0 O C<} CO ^, kO »0 O ^. ^.OCOi— iiO'^iO(M0000(Mai»O g TjH lO O O i-H CO ^_ '^ »o O O "^ • p^■•rJ^TtltClO>0»OtO»OlOCDCOCC .0»0>00^»O^OOCO'*>0 g (N CO ^ »0 O (>1 CO ^_ »0 »0 O Tj^ p;coCOCOCo4l^4}^T^•*'^'Tt^>blO '^.OCOi— i»O»OiO(N0000(MOiiO g-^_»OOOrHCO-^_^kOOO^. P^•(^ic^^cococococococo'*'^•^ .0>OiOO^iO^OOCO^»0 g c^ CO '^ »o o (N CO ^^ »o >o o Tt; p^'^^^^(fqcq(fci(NC1 CO '^ kO lO O '^ " ^1— It— Ir-li— It— Ii-Ht— li— It— It— t -'.OC0t-il0i0>O(M0000(M05>O g Tji lO O O 1— I CO -^^ -^^ »C O O '^ JOOi— ii—i'— I'— 1'^'— ''— '<^^<^ .o>o»oo»oio-^oo<:o^»o g CSj CO TfH lO O CNj CO ^_ »o »o O "^, J050i050^00COOOT— It— I ^ 1 — It— It— It— It— It— It— It— I '^.OCOT-iiOiOtOCNOOOOfNO^iO g "^^ iC O O T^. CO -^^ TjH >o o o ^_ Jo000050JO:iOi050:OiOOO ^ T— I T— I T— I g(MCO^, iOOC<}COTtHiO»00^_ Ji>i>t>.t>.oooooooooooooi05 '-'.OC0t-iiOi0>O(N0000(NO5>O g '^ lO O O rH CO -^_ 'jt^, »o o o ^. JCOCC)1>|>1>1>1>1>J>OC'0000 g(Nco^_»poo o o ^^ 1— H ' O ^ 00 cc (N O: O I>l>l>l>0000Q0O000G0O5 .000>000<^^iOt— iiOCOO gocoTtiioopT-H'^_oO'7;co p^'COcocOCOl>I>t>l>000C0000 ^. O I> ^ 00 CCXNOiOfMOlOO g O CO rt^_ ■* »0 p O CO ■^_ ^_ >^ T^ ■ 000>OOOCC>iOiOt— i»OCOO g P CO xt' lO p p T^. 'stH. p p T7H CO p; 'Jf' ■^' '^' ^ >0 »0 »0 10 CO CO CO CO ■^ O t^ 't' 00 CO (M 01 O OOOCO»0>Ot— iiOCOO gpcO'^iopP'Tj'^. pPvlPO p;OOOCO»OiOt— iiOCOO g p CO ^ >0 p p T7J 'nIh p p "Ti rO Q'(fqCO10t— iiOCOO g p CO T^i 10 O p ttJ '^ p p vl ^ Jooooocoooioosaioooo ^ T— I T— I T— I T— I "-".Ot^rfiOOCOCMOiOfNCOiOO g p CO '^ 'vt^^ »o p p CO -rtH -"st^^ 10 T^ ^■l>l>t^i>l>0000000000Q0O5 OOOiOOOCOiO»Ot— itOCOO g p CO '^ 10 p p ^Ti '^ p p 'T! CO JcOcOCOCOI>t>l>-l>00000000 '^.OI>^00C0(N0iOOC0C0c0c0c0c01> OOOiOOOcOiOiOT— iiOCOO g p CO ^ »o p p itH ^. p P 'Tt CO ^■'^''^'^^>0>C>OiCCOCOCOCO 73 CO OJ a^ o ^ T5 SERVICE TESTS OF AN INTERURBAN CAR 155 ^ 2. s' P- p F" w cr rf^ H-i to - co- i-i O h- 1 CO Oi o o . o 00 Ot o t0O54^«00 H-OO o H-OOCO rf^9)(£) < f O o hH o a H S) W o d O^HrJH '^ ^ M p- ^ o - crooa- ^^S>.^ h-iO. . CO o ="o o Ot 'Z'Z'^ .« ;^ 'Z'Z'Z m ^ ^^^ .« .:^ '^'^'^ WH^ i^i^j:^ HM^ '^'Z':^ HH:^ '^"^'^ ^^^ 'Z'Z'^ HH^ ^^:z; .P^.^:^ '^'Z'zi ^^^ ^^izj MPj^ :^^^ HW '^'Z-^ HH 1 Thursday, Feb. 2, 1905 Friday, Feb. 3, 1905 Saturday, Feb. 4, 1905 1 1 1 1-' h- to h*^ ^ rf^ 1 1 1 h- t-i to (—1 H Q H H 5C a Q U ^ ^ » P - p 2- ^ crwo" ^ ^ to - CO- i_p,_. ?• ^ Oi . oi I CO too ^ I COOi Oi Oi -' to to rfi- to t-" CO 4^ Oi to I-- 00 rfii^ Oi to •-' I— OO *^ OOO 00 00 to to Oi to d SI H o p— I o H H > a SI « w 5" > k 00 to »T3 1^ k to k CO h3 k rf^ 13 k ox k Oi 13 k 156 ELECTRIC RAILWAY TEST COMMISSION the temperature of the air was one degree below zero, and a lay- over in Indianapolis was imperative. In this test, a run was first made from Anderson to Mimcie, and this was followed by a run from Muncie to Indianapolis. The intention was to make the return trip to Muncie and to run from Muncie back to the shops at Anderson. Because of the hot boxes above mentioned, how- ever, the return trip was not made to Muncie but the car was run into the shops upon reaching Anderson. As a complete record was not taken of the run from Anderson to Muncie, it is impossible to give data for the complete round trip from Muncie to Indianapolis and return for this test. The running schedule of this test is shown in Table XXVI. Test No. 10. — The axle journals of car "284" were over- hauled after the test of Thursday, February 2d, and on Friday, February 3d, Test No. 10 was run over the same route and schedule as Test No. 9. In this run it was found that two of the journals still gave considerable trouble, and consequently the car was again run into the Anderson shops instead of returning to Mimcie, in order that the troublesome journals might be put in shape for the next day's test. In working up the final results, a round trip has been considered to have been made from Muncie to Indianapolis and return; the first portion of the run, from Anderson to Muncie, being considered as having occurred after the car had reached Anderson on the return trip. The running schedule of this test is given in Table XXVII. Test No. 11. — This test was made on Saturday, February 4th, and a trailer (car No. " 302 ' ) was hauled by car " 284" from Muncie to Indianapolis and return. The start from the Ander- son shops for Muncie was made at 7.25 a.m., and the start on the round trip from Muncie to Indianapolis and return was made at 9.03 A.M. The running schedule for this trip is shown in Table XXVIII. Test No. 12. — Upon arriving at the Muncie car shop on the return trip of Test No. 11, the trailer was dropped. Car "284" was then run into Muncie and Test No. 12 was made without the trailer. The car left Muncie on this test at 3.05 p.m. The run- ning schedule is given in Table XXIX, SERVICE TESTS OF AM INTERURBAN CAR 157 Upon returning to Anderson from Muncie at the end of Test No. 12, the trailer was again attached to car "284" at the Muncie shops. The cars were then taken to the Anderson shops where they arrived at 9.30 p.m. It will be seen from the above outline of the tests that besides showing the general condition of operation of interurban cars in service, they make possible a comparison of the performance of an interurban car when operated alone and when hauling a trailer over the same route and on the same schedule. ORIGINAL MEASUREMENTS. The original data obtained in the service tests on car "284" may be divided into three classes: (a) Data relating to electrical input. (h) Data relating to speed and distance. (c) Data relating to the temperature of the motors. In preparing for the tests upon the interurban car it was decided to record all of the measurements graphically, the ex- perience gained in the early tests being utilized in perfecting the recording apparatus. In view of the time and expense involved, it was considered impracticable to secure additional instruments similar to the General Electric Company's recording ammeter, which is entirely automatic in its action. It was necessary, therefore, to design simple but effective recording devices which could be quickly and cheaply constructed. Recording Apparatus. The experience with the automatic speed recording device used at St. Louis, was so satisfactory that it was decided to use the same principle in the construction of a more elaborate appa- ratus, correcting such defects as the operation of the instrument had brought to light. The original suggestion for this manual recording device came from Prof. H. J. Ryan, of Cornell Univer- sity, who had worked out the details of the plan some years ago, and had used it in connection with thesis work. The general prin- ciple is similar to that employed by Mr. J. D. Keiley in tests made 158 ELECTRIC RAILWAY TEST COMMISSION for the New York Central Railroad.* The same idea has been employed on a much more elaborate scale on the car test re- corder of the Boston Elevated Railway Company.^ The total current in conjunction with other values was manually recorded on the general graphical record, and as the recording ammeter of the General Electrical Company was also employed in these tests, as in all the other service tests, to record the total current taken by the car, a check upon the accuracy and delicacy of the manually operated recorder was obtained. A general view of the apparatus is shown in Fig. 48, while in Fig. 49 is given a detailed drawing of it. In general, the appa- ratus consists of a strip of paper drawn over a table by means of a motor. Across this paper move recording pens which are operated by cords passing around drums mounted over the centers of the various instruments. The record paper, which was a strip of manila paper of good quality and about 24 in. in width, was contained upon a reel placed at one end of a table. This table was 6 ft. in length and 3 J ft. in width, outside dimensions. The paper was drawn from one end of the table to the other over an elevated section, and coiled upon a reel at the other end after the records had been made. The driving force was a spring motor, S, by which was driven a pair of rubber covered wooden rollers. The paper was drawn over the table by these rollers, and was guided by raised strips along the edge of the center portion of the table. The paper was kept taut by being drawn through a pair of friction rollers near the supply reel. The reel for the complete record was operated by hand, which plan was found very satisfactory. It was originally intended to drive this reel by a small motor, allowing the driving belt to slip when the slack had been taken up, but the plan mentioned above was found to be simpler and more effective. ^ See article on ''Train Testing," by Sydne}'- W. Ashe, Street Railway Journal, Volume XXIII, page 768, 2 See article on "Car Test Recording," of Boston Elevated Railway Com- pany. J. M. Ayer and H. S. Knowlson, Street Railway Journal, Volume XXVI, page 68. SERVICE TESTS OF AN INTERURBAN CAR 159 "fa" 00 5j 5' 160 ELECTRIC RAILWAY TEST COMMISSION Over the paper was mounted, at right angles to its direction of motion, six round brass rods, R, R, etc. To these were clamped the time marking devices, M, M, etc. These magnets were provided with armatures mounted upon hinged arms and carrying recording pens made of glass tubing drawn out to points. It was convenient for this purpose to use the relays manufactured by the Electric Tabulating Machine Company, &-0 zo^ — 4^ IS"— 4 le" ■^ •15^ 3" --X M, jyt3Ji^''**-/\'^ '1 '>'>'^J>^yjLf_p ooi^-/y'>oi>ii'2^'p7 4:08 4t)9 4:10 4:11 4'12 4:13 4:14 4:15 4:16 4^17 4:18 4119 4:20 4:21 4:22 4:23 4:24 425 4:26 4:27 4-^8 4:29 4U30 4:31 I^LATE li, Fig. 52 — Graphical Log of Run from Anderson to McCordsville. tTo iacepagc 1 /\ 300 550 ,;; « ^ nn . -. Q o ^^ 5^ .^ b o o 6or I J I a; 650 900 (To face page 174) 700 750 Fig. 53 A. — Profile of Road between Anderson and Muncie, 900 (To face page 174) I I 1550 ::> o so iXi =0 3 r- o\ ) "at ^ • \\ 1 1 20 00 '". 1 o o O o Q yj oo ! l-^i J^ Ti TT? Tl rZ'' H rP^evr?-^' J 1 j 1 ' 1 1 j 1 1 1 1 1 1 j 1 1 l! 2400 1 1 1 <0 ■t- ■l i 1 ~l i .^ 1 1 o I w Q. s > 1 1 !■!=; I 1 H f '—— -l^?i-i i , A h? -\o.>^ i 1 r3i i ' I M ^800 2820 (To face page 174) i . ■ ■• "J \t ij ■^ i b i-s K ; n 1^ is- 8_ P ^ S J ^ 177-1 ;r z - - - - i - ^ !- - - -i ^1 - i~ -1 ji__^ - k^ - s - $5 ^ - ^ - - - - - - - - - - - r 1 n - r - - [f- -- - t - J H - - ~ - - - - r - - Si 'L -| P ^ L a W-t^^ fF f? ® ;f jk ^ - ~ - ^ r?^ -^ r h =■ TJ b T r 'r- 1] T °J1 i 1 [ ^ j j 1 t ' j H r ] 1 1 1 ^ 1 1 i i o j 1 1 1 ! - f^ o f^- r- ; 1 ( j^ 'i ^ _ 1 _ -. ^ L -S- t - A _ _ _ ^ , _. ' ' jL <^ _ _ r _ 1 _ „ _ _ _ _ _ _ _ _ _ _ S-, _ E - 1 1 a ' 1 1 pj b^ Tl ^ S^ ^ J. « -• 1 ~£ 1 ]~ ' '1' rj y ■? -^ !r !5 \^ ■' ■!:' I 1 [ *" 1 ! » ^ ■3 S! s S' 5 ^ 1 1 ?- ^ ^ , i Z4S0 2500 2S50 2600 2650 2700 ^ i a- ^ T Q. 1 fe cl 1 8J X St i~ ■■Si i -.r ^ifi ■1 I Sfc'l-I 1 1 j « ^ ~l"w i *J i 1 ', 2730 2800 2820 Fig. 53 B. — Prufile between Anderr;uii and Indianapolis. 1 SERVICE TESTS OF AN INTERURBAN CAR 175 The Energy Curve. The curve showing the total energy consumed up to a certain point on the run was obtained by integrating the power curve up to this point. No attempt was made to show the variations in the form of the energy curve between the points considered, and the increase in energy taken is shown by a straight Une from one point to the next in each case. The Distance Curve. The distance curve was obtained directly from the data show- ing the time of passing various known points throughout the run. THE GENERAL LOG ACCOMPANYING THE GRAPHICAL LOG. The general log for this particular portion of the line is given in considerable detail. It shows the general conditions under which this particular portion of the run was made, in a manner similar to the explanatory logs accompanying the tabulated gen- eral results of the various tests. In this log will be found addi- tional data concerning the maximum values of speed and power for the specific portion of the run considered. In order to show the relations of the maximum values of speed, current, and power to the average values, the following plan was employed. From the time-speed, time-current, and time-power curves, the maximimi values of all loops were ob- tained and these maximum values were averaged in each case. This gave the average maximum values of the quantities. The highest value which each quantity attained during the test was also obtained, in order to show the extreme maximum values and their relation to the average maximum values. GENERAL LOG SHEET OF TEST NO. 9. Date, Thursday, February 2d, 1905; Place, Central Indiana; Route, Muncie-Anderson-IndianapoUs section of the Indiana Union Traction Company's system. This test included the run from Muncie city limits to Indianapolis, and from Indianapolis 176 ELECTRIC RAILWAY TEST COMMISSION to Anderson. In addition, the car was run from the Anderson shops to Muncie before the test was started, and from Anderson to the Anderson shops after the test was completed. Weather, clear, no snow. The average air temperature dur- ing the run was — 16.4° C. or + 2.5° F. Condition of the track, dry and clean. Test started, 11: 23 a.m. Test stopped, 4:40 p.m. Total duration of test, 5.29 hours. Equivalent load, 30 passengers. Average Data for the Day. Pressure Measurements. — (Including all ordinary stops but no lay-over.) Line pressure for the test, 451.4 volts; line pres- sure in cities, 438.0 volts; hne pressure between cities, 457.6 volts. Distance Measurements. — Total length of run during test, 93.90 miles; total length of run in cities,^ 12.20 miles; total length of run between cities, 81.70 miles; stops for total rim during test, 32; stops for the total run in cities, 18; stops for total run between cities, 14; stops per mile for the test, 0.34; stops per mile in cities, 1.48; stops per mile between cities, 0.17; average length of run in cities, 0.68 miles; average length of run between cities, 5.84 miles. Time Measurements. — Total interval of test (including all lay-overs), 317.25 minutes; lay-over at Anderson, 5.83 minutes; lay-over at Indianapolis, 95.83 minutes; lay-over at Lawrence, 5 minutes; lay-over at Siding No. 12, 22.59 minutes; lay-over at Madison Ave. (Anderson), 2.75 minutes; total interval of lay-over, 132.00 minutes; running time for the test (including ordinary stops but no lay-over), 185.25 minutes; total running time in cities, 58.34 minutes; total running time between cities, 126.91 minutes; average interval of a single run for the test (start to stop), 5.79 minutes; average interval of a single run in cities (start to stop), 3.24 minutes; average interval of a single run between cities (start to stop), 9.07 minutes. Speed Measurements. — (Including all ordinary stops b\.it no lay-over). Average speed for the test, 30.41 miles per hour; ^ Anderson and Indianapolis. SERVICE TESTS OF AN INTERURBAN CAR 177 ^ 1= M CD p p p over at -over at -over at "D P P CD 3 3 3?:? 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CO tO CO tO tO tO 00 tO M 00 CO 00 W CO H-'NS I— COMM^lOClOOCnOOO^OCOOO 00C0-X)O^4^(4^00t00500OOC» ZHtt^OMf^OOOiCXZi^^ 0i<3i*>-0»C0tJi-00000iO>;^05C0tn 00<3^4^COhl^tOO500Cn h-COOlCOOlH-tO^I*- tf^ff^^-lOif^CnOOiJ^M ht».05>t>i-'k(i.t04i-Cr«*>.tOJ:>.toCnCr» OOCO^ICOtOOiOOH-'COOtOCDCOOJ wcooa5^cooocootorf>>ooo>^ o ^o 03 f^ S . 1^ IT] M 'J M H w S >• n s< o W5o ? g •" • "^ 3 3 ^ o no t^ § s ^ s H r S^ W H o Co p CO to CO o 178 ELECTRIC RAILWAY TEST COMMISSION average speed in cities, 12.55 miles per hour; average speed between cities, 38.63 miles per hour. Ciirrent Measurements. — (Including all ordinary stops but no lay-over.) Average current for the test, 220.5 amperes; aver- age current in cities, 140.3 amperes; average current between cities, 257.5 amperes. Power Measurements. — (Including all ordinary stops but no lay-over.) Average power for the test, 103,302 watts; average power in cities, 62,805 watts; average power between cities, 12,180 watts. Energy Measurements. — (Including all ordinary stops but no lay-over.) Total energy for the test, 318,945 watt-hours; total energy in cities, 61,065 watt-hours; total energy between cities, 257,880 watt-hours; energy per car-mile for the test, 3397 watt- hours; energy per car-mile in cities, 5005 watt-hours; energy per car-mile between cities, 3156 watt-hours; energy per ton- mile for the test, 85.6 watt-hours; energy per ton-mile in cities, 126.2 watt-hours; energy per ton-mile between cities, 79.6 watt- hours; energy per average through passenger carried for the test, 10,632 watt-hours; energy per average through passenger carried in cities, 2036 watt-hours; energy per average through passenger carried between cities, 8596 watt-hours. GENERAL LOG SHEET OF SERVICE TEST NO. 10. Date, Friday, February 3d, 1905; Place, Central Indiana; Route, Muncie-Anderson-Indianapolis section of the Indiana Union Traction Company's system. This test includes the run from Muncie to Indianapolis and from Indianapolis to Ander- son. In addition, the car was run from the Anderson shops to Muncie before the test was started, and from Anderson to the Anderson shops after the test was completed. Weather, clear, no snow. The average air temperature during the run was —11.4° C. or 11.5° F. Condition of the track, dry and clean. Test started, 11:12 a.m. Test stopped, 3:08 p.m. Total duration of test, 3.94 hours. Equivalent passenger load, 30 passengers. SERVICE TESTS OF AN INTERURBAN CAR 179 Average Data for the Day. Pressure Measurements. — (Including all ordinary stops but no lay-over.) Line pressure for the test, 471.5 volts; line pressure in cities, 459.0 volts; line pressure between cities, 434.0 volts. Distance Measurements. — Total length of run during test, 95.02 miles; total length of run in cities, 13.36 miles; total length of run between cities, 81.70 miles; stops for total run during test, 29; stops for total run in cities, 13; stops for total run between cities, 16; stops per mile for test, 0.31; stops per mile in cities, 0.97; stops per mile between cities, 0.20; aver- age length of run for the test, 3.28 miles; average length of run in cities, 1.02 miles; average length of run between cities, 5.10. Time Measurements. — Total interval of test (including all stops but no lay-over), 236.5 minutes; lay-over at Anderson, 2.75 minutes; lay-over at Indianapolis, 35.83 minutes; total interval of lay-over, 38.58 minutes; rimning time for the test (including all ordinary stops but no lay-over), 197.92 minutes; total running time in cities, 63.59 minutes; total running time between cities, 134.33 minutes; average interval of a single run for the test (start to stop), 6.83 minutes; average interval of a single run in cities (start to stop), 4.88 minutes; average interval of a single run between cities (start to stop), 8.40 minutes. Speed Measurements. — (Including all ordinary stops but no lay-over.) Average speed for the test, 28.84 miles per hour; average speed in cities, 12.58 miles per hour; average speed between cities, 36.50 miles per hour. Current Measurements. — (Including all ordinary stops but no lay-over.) Average current for the test, 216.6 amperes; average current in cities, 134.3 amperes; average current between cities, 255.2 amperes. Power Measurements. — (Including all ordinary stops but no lay-over.) Average power for the test, 96,100 watts; average power in cities, 59,200 watts; average power between cities, 113,400 watts. Energy Measurements. — (Including all ordinary stops but no lay-over.) Total energy for the test, 316,740 watt-hours; total 180 ELECTRIC RAILWAY TEST COMMISSION o 05 CO 05 Q^ ;> X 6 n < r « « P 3 H g « J^ y 5 5 W O ij ^W^ a a 2 g'w^ > W P g SO. "■OQv 'H§ C0iCi003 00 00 CO 03 ^-03r^o IMOO(>COCOr^05 00300t^OO»OCOt> (M .-Hr-I 05 CO CO (N (M CO t^ I:^CDT-iTt05(MC^)0(MOO »0 lO CO CO CO t^ T-H CO 05 »0 (N 00 » ■* 00 »0 CO CO CO --H t^ IM CO 03 CO O --i CO CO lO t^ O r-i »0 (M t^ OMO 05 CO --i t^ C5 00 CD O •* (N ■^ ^ -* Tf< T-H r-i Tji (M CO ■* CO -^ CO i-H i-H CO Tti (M CO CO CO CO 1-1 lOO»OQO»OOOOCOlOOO(NiO»OfOiC (NiOt>iOOCT>Cat^OOOC)t^O>'-i>OCDCOiOIMI> CDCOiO-^t^lOOO'-HOS C'1C^C005tOt^l^J^ClrH'-H'0 003O(MC0 ^^^rtiMC^COCOCOTtfTtiOiO 1-1 Tj< lO (M TTi O (M CO "* CO '^ CO CO I^ ■<* (N Tf CO •* CO IN 3 o -CO Q 4) ;^ i-. __ ^ - o o+- - - ^ S 2 £ s2^^^ si ^JH G C C 0) c Oii o o o aa ai cS C a C3 a -OT) C^ G o 2 G S-p^s O ti O) 03 3 I o > ■ 03 03 S^ O >;^= 01 eoi^oco ■ 1-1 00 00I>iOt^ 00 00 CD 00 1-1 CO 10 CO rt O O rt c Q, a " 0) o3 03 0) "d^ ^ -c ^ c c 5 > SERVICE TESTS OF AN INTERURBAN CAR 181 energy in cities, 62,680 watt-hours; total energy between cities, 254,060 watt-hours ; energy per car-mile for the test, 3340 watt- hours; energy per car-mile in cities, 4700 watt-hours; energy p3r car-mile between cities, 3210 watt-hours; energy per ton- mile for the test, 841.4 watt-hours; energy per ton-mile in cities, 118.5 watt-hours; energy per ton-mile between cities, 80.9 watt- hours; energy per average through passenger carried for the test, 10,558 watt-hours; energy per average through passenger carried in cities, 2089 watt-hours; energy per average through passenger carried between cities, 8469 watt-hours. GENERAL LOG SHEET OF SERVICE TEST NO. 11. Date, Saturday, February 4th, 1905; Place, Central Indiana; Route, Muncie-Anderson-Indianapolis section of the Indiana Union Traction Company's system. This test included the run from Muncie to Indianapolis and return, trailer No. "302" being hauled throughout the test. Car "284" hauling trailer No. "302," was run from the Anderson shops to Muncie before this was started. Weather, clear and cold, no rain. The average air temperature during the run was — 8.8° C. or 16.2° F. Condition of the track, dry and clean. Test started, 9:03 a.m. Test stopped, 1:52 p.m. Total duration of test, 4.81 hours. Equivalent passenger load, 70 passengers. Average Data for the Day. Pressure Measurements. — (Including all ordinary stops but no lay-over.) Line pressure for the test, 472.5 volts; line pressure in cities, 460.0 volts; line pressure between cities, 478.5 volts. Distance Measurements. — Total length of run during test, 113.10 miles; total length of run in cities, 15.22 miles; total length of run between cities, 97.88 miles; stops for total run during test, 33; stops for total run in cities, 14; stops for total run between cities, 19; stops per mile for test, 0.29; stops per mile in cities, 0.92; stops per mile between cities, 0.19; average length of run for the test, 3.43 miles; average length of run in 182 ELECTRIC RAILWAY TEST COMMISSION w Eh W QJ P M ^; (N (M CO r-i (N (M CO '-lt^OOS'^COTt<0505-<+l'*0 01>0(M^ COiC)* lO t^ t^ i-H 03 CO 00 1-H O (N (N -* lO CO OS Tt< rH M Co'c^'rH CO t>r y K « ^ H f^ ;: ^ t^ " 5 5 « O d OCOiO'-l(NO'OiOO 05 to 05 -^ CO 00 CO t> CD CO l> 00 1^ t^ lO -^ -* »0 CO 00 00 CO CO ^ CO >0 tJ< 00 05 i-H CO 00 00 ^ 05 00 00 00 <0 CO CO 00 I> OOdOCsICOOO^ ^t^ CO O ■* --I 00 o -* iOO'-HOTt<'DCO(MCD(MCD>OCD05l> '*COC000lO^i-l--i(NTt< O3lOTtCO-*00 i-H (N (N 1— I rH i-H (M ,— I i-l 1— I 1— I IM I> lO 05 i-H (M ^ CD t^ O '-I 0OOOC005I>00 tJH CO 00 CO CO O CO CO lO CD lO CD CD ^ -^ tJIIO CO lO i-i(N(N(M(M(N(M4(M(N(M(M(M(M(N(M(MiM(M(M OS «OTt i-H OS i-H OS CO 00 tJh 00 CO CO OS O lO CD CO r-l OS (M OS O CO CO 00 '^ --I 00 (M O lO lO --H --i ^ IC O 00 -^ 00 CO t- lO CD CD COCOCOCO'-H^COCM.tJHCOtJHCOCO'-H ^ K ^ S S • Ph ^ S o S s 2h g|s w CCI>00-*CDTtHOOOO^t^COCO-*CO t^ ^ O rfH O U5 00 r-H> CO l> CO 00 OS 00 CO (M CD lO T-H t^ CO TJH 00 (N 00 ■* (M »0 T-l r-<(N <1 OiOOOOOOOiOOiOiOOiOO OCO>OiOO'-iOiOO(M>-H0i-iO'0C0(NtCC0-* ( (M (N (M (N (M (M (N 1 ooooooo 1-1 1-1 1-1 O Tt< ■* Tt< OS 1—1 1—1 >— 1 1—1 1—1 1—1 ooioooooooioo":)icio»o (MOCOiO»0000<0^>OOiOOO lOOiOUOiOINOiO— iOCOCO(NiOCO OSOS050SOSOSOS05 OOOOOOO 1-1 itH '-i(NO'-it^OO»0 i-HC0COCO00-*i-'rHi-llO'OCO»O I>00Cv:Tj((NTt(00-<^-<*(MC0lOlO^lO i-iCDi-iCOt^QOOCOi-i-^OSr-iiOMCO T-(i-irHi-H(M(MCOCOCO^^iOiO COOiOt>(MiOOSCOOOOSCOiOO>OCO i-(i-(i-((M(N(MCOCOCO'*^lOlOlO -d 05 COOCDCOi- TH(NC0O(NC0t^(N-*rJ'-i(NOOOT-l I •<*< lO (N TjH o (N CO •* CO rJH (M ■<* O CO CO N. ■* (N •* CO ■* cO O -CO o o o y^^ ^ OO O CO t/2 o'o aa G Ci c3 cS o 0^3 ^j 5 ^ 5 53 d o =i'c3 ^ TJTJ ^ o o ^ c a a ^ w g ?§ ° 2 "^ 2 oj oj S a)'§'§'w TSX) 2^ '^ d fl d • O S